TJ 

795 


UC-NRLF 


THE 
DIESEL  ENGINE 


THE  DIESEL  ENGINE 


DIESEL  ENGINES  IN  THE  POWER  HOUSE  OF  THE 
COMPANY'S  WORKS  IN  SAINT  LOUIS 


THE 
DIESEL  ENGINE 


BUSCH-SULZER  BROS.-DIESEL 
ENGINE  CO. 

SAINT  Louis,  U.  S.  A. 

1913 


THE  BUSCH-SULZER  BROS. -DIESEL  ENGINE  COMPANY 
OWNS  THE  GOOD  WILL  AND  ALL  AMERICAN  DIESEL 
ENGINE  RIGHTS  AND  EXPERIENCES  OF  THE  FOLLOWING: 

DIESEL  MOTOR  COMPANY  OF  AMERICA 
AMERICAN  DIESEL  ENGINE  COMPANY 
MR.  ADOLPHUS  BUSCH,  SAINT  LOUIS,  U.  S.  A. 

GEBRUDER  SULZER,  WINTERTHUR,  SWITZERLAND 

DR.  RUDOLF  DIESEL,  MUNICH,  GERMANY 


283507 


GENERAL  OFFICES  AND  WORKS,  ST.  LOUIS 

CONTENTS 

Portrait,  Dr.  Rudolf  Diesel  Page    8 

Preface  9 

First  American  Built  Diesel  Engine  1 0 

Historical  Sketch  1 1 

Diesel  Fuel  Consumption,  Variable  Load  14 

Efficiencies  of  Various  Prime  Movers  1 4 

Diesel  Efficiency  and  Economy  1 5 

Guarantees  1 7 

Original  225  B.H.P.  Diesel  Unit  18 

Life  of  the  Diesel  19 

Diesel  Engines  in  Course  of  Construction  22 

Construction  23 

Starting  the  Diesel  24 

Operation  25 

Cycle  of  Operation  26 

Combustion  27 

Diesel  Fuel  28 
Advantages  of  the  Diesel 

Central  Station  Operation  at  Light  Loads  30 

Central  Station  Practice  31 

Flour  Mill  Drives  34 

Plan  and  Elevation  of  Company's  Engine  Room  36 
Diesel  Power  Plant  at  the  Works  of  the  Busch- 

Sulzer  Bros. -Diesel  Engine  Co.,  St.  Louis  37 


Ice  and  Refrigeration 
Technical  Bulletin  on  Ice  Plants 
Miscellaneous  Diesel  Drives 
Diesel  Industrial  Applications 
Exhaust  Gas  Heat  Economizers 
Representative  Diesel  Installations 
Service — Visiting  Customers'  Plants 
Evidence 
Useful  Data  and  Tables 


39 
41 
42 
43 
46 

48-88 
89 

90-103 
104-111 


R.  RUDOLF  DIESEL  of  Munich,  Germany,  the 
distinguished  inventor  of  the  Diesel  Engine.  By 
agreement  with  Dr.  Diesel  this  Company  has  the 
exclusive  right  to  his  services  as  a  director  and  in  a  con- 
sulting capacity  for  the  United  States  and  Canada.  He 
has  given  this  Company  power  of  attorney  to  defend  the 
name  DIESEL  against  all  infringements. 


AN  EXTRAORDINARY  EFFICIENCY,  THE  HIGHEST 
SO  FAR  KNOWN  TO  THE  ENGINEERING  WORLD,  AN 
ABILITY  TO  ASSUME  IMMEDIATELY  ANY  CHANGE  OF 
LOAD  WITHIN  ITS  CAPACITY  AUTOMATICALLY  AND 
WITH  PRACTICALLY  NO  VARIATION  IN  SPEED,  A  FUEL 
CONSUMPTION  FROM  HALF  TO  FULL  LOAD  ALMOST 
IN  DIRECT  PROPORTION  TO  THE  LOAD  CARRIED, 
AND  AN  EXCEEDINGLY  SMALL  COST  OF  ATTEND- 
ANCE—THESE ARE  THE  DIESEL'S  CLAIMS  UPON  YOUR 
SERIOUS  CONSIDERATION.  SEVENTY  THOUSAND 
HORSE-POWER  OF  OUR  ENGINES  IN  SUCCESSFUL 
OPERATION,  UNDER  BROAD  GUARANTEES,  IN 
TWENTY-SIX  STATES  OF  THE  UNION,  IS  A  RECORD 
WHICH  SPEAKS  WELL  FOR  OUR  AMERICAN  DIESEL 
PRACTICE,  AND  WHICH  ASSURES  YOU  A  QUALITY 
OF  SERVICE  SUCH  ONLY  AS  LONG  SUCCESSFUL  MANU- 
FACTURE CAN  GUARANTEE. 


HE  first  American  Diesel  Engine.  Built  in  Saint 
Louis  and  completed  September  19,  1898,  from 
designs  acquired  by  Mr.  Adolphus  Busch,  with  all 
American  patents  and  manufacturing  rights.  It  developed 
sixty  horse-power  in  two  cylinders,  while  the  first  com- 
mercial Diesel  built  abroad,  in  the  same  year,  developed 
but  twenty-five  in  one  cylinder.  Installed  at  the  Anheuser- 
Busch  Brewery  it  was  the  first  Diesel  to  be  placed  under 
regular  operating  conditions. 

10 


HISTORICAL 

HE  Diesel  engine  was  brought  to  the  attention  of 
the  engineering  world  in  1 897,  when  our  associate, 
Dr.  Rudolf    Diesel,  completed  his  first  successful 
engine  at  Augsburg,  Germany. 

Among  the  first  to  realize  the  possibilities  of  the 
invention  was  Mr.  Adolphus  Busch,  who  immediately 
sought  the  professional  advice  of  Col.  E.  D.  Meier,  later 
president  of  the  American  Society  of  Mechanical  Engineers, 
as  to  its  future. 

Mr.  Busch  and  Col.  Meier  spent  several  weeks  testing 
the  engine  at  Augsburg,  coming  to  the  conclusion  that 
Dr.  Diesel's  new  engine  was  destined  to  exert  an  epoch 
making  influence  in  the  prime  mover  field,  as  it  showed  a 
thermal  efficiency  three  times  that  of  any  steam  plant  then 
in  operation. 

II 


Subsequently  a  meeting  was  arranged  at  Cologne  with 
Dr.  Diesel,  where  a  contract  was  signed  which  secured  to 
Mr.  Busch  the  entire  and  complete  control  of  all  Dr. 
Diesel's  existing  and  future  patents  in  the  United  States, 
its  possessions,  and  Canada. 

Upon  Mr.  Busch's  return  to  the  United  States  he 
organized  the  Diesel  Motor  Company  of  America,  but  this 
company  was  soon  superseded  by  the  American  Diesel 
Engine  Company,  it  being  found  that  the  word  motor  as 
used  in  America  was  a  misnomer  when  applied  to  large 
engines.  Both  these  companies  completed  a  large  amount 
of  successful  experimental  work,  endeavoring  during  this 
period  to  maintain  correspondence  relative  to  such  engi- 
neering problems  as  arose  with  other  lessees  then  devel- 
oping the  Diesel  engine  abroad.  This  correspondence, 
however,  netted  practically  insignificant  results.  Our  pre- 
decessors, therefore,  perfected  our  American  type  of 
Diesel  to  meet  the  peculiar  conditions  of  American  prac- 
tice, in  this  manner  developing  some  important  elements 
of  design  since  followed  almost  universally  in  Europe. 

The  first  engine  constructed  under  our  American 
rights  was  completed  on  September  19th,  1898.  It  was 
built  in  St.  Louis  and  is  illustrated  on  page  1 0.  It  oper- 
ated in  the  Anheuser-Busch  Brewery  until  superseded  by 
larger  units. 

In  February,  1911,  Mr.  Busch,  who  had  become  the 
purchaser  of  the  American  Diesel  Engine  Company 
organized  the  present  Company,  the  Busch-Sulzer  Bros.- 
Diesel  Engine  Co.,  thus  associating  his  Diesel  interests 
with  the  Gebriider  Sulzer,  of  Winterthur,  Switzerland.  The 
Gebriider  Sulzer  are  recognized  as  among  the  foremost 
builders  of  high-class  machinery  in  the  world,  and  without 
a  peer  in  the  development  of  the  Diesel  engine. 

By  this  sagacious  move  Mr.  Busch  realized  his  ambi- 
tion to  combine  the  long  experience  and  only  experience 

12 


of  Diesel  building  in  America  with  the  best  that  Europe 
affords  in  Diesel  engineering,  manufacturing  and  experi- 
Sulzer  Brothers  and  Dr.  Diesel  thus  becoming 


ence; 


interested,  both  financially  and  as  directors,  with  Mr.  Busch. 

Our  St.  Louis  plant,  representing  an  investment  of  a 
million  dollars,  is  equipped  with  every  device  and  conven- 
for    the    proper    handling    of    Diesel    manufacture, 


lence 


according  to  the  most  approved  modern  practice. 


13 


DIESEL  FUEL  CONSUMPTION  PER  K.  W.  HOUR 
AT  VARIOUS  LOADS 


HIS  curve  shows  the  results  obtained  under  actual 
working  conditions,  and  brings  out  the  remarkable 
maintenance  of  efficiency,  from  full  load  down  to  half  load, 
which  is  the  unique  characteristic  of  the  Diesel  Engine. 


Type  of  Plant 

Non  -Condensing 
Steam  Engine 

Condensing  Steam 
Engines  and 
Turbines  using 
superheated 
steam  at  150 
pounds 

Diesel  Engines 


PRIME  MOVER  EFFICIENCIES 

B.T.U.  per  B.H.P.  Hour  Efficiency 

30,000-38,000  8.4%-6.6% 


1  7,000-25,000 
7,500-  8,000 


One  H.  P.  Hour 
14 


15%- 10% 

35%-32% 

S!f  =  2545  B.T.U.  per  Hour 


DIESEL  EFFICIENCY  AND  ECONOMY 

HE  thermo-dynamic  efficiency  of  the  Diesel  Engine, 
based  on  net  useful  output,  varies  between 
32  per  cent,  and  35  per  cent.;  that  of  the  simple 
Corliss  or  4-valve  engine  is  about  6  per  cent.;  the  Corliss 
compounded,  9  per  cent;  the  triple  expansion  engine, 
rarely  18  per  cent.  The  very  high  efficiency  of  the 
Diesel  makes  it  economically  possible  to  purchase  more 
expensive  fuel  than  for  steaming,  and  still  show  a  hand- 
some profit  by  its  operation — and  this  without  the  neces- 
sity of  considering  its  other  advantages,  which  in  many 
cases  are  as  important  as  its  extraordinary  fuel  economy. 

Diesel  economy  of  space,  fuel  and  attendance;  its 
elimination  of  all  stand-by  expense;  its  fuel  consumption 
from  half  load  to  1 0  per  cent,  overload,  almost  in  direct 
proportion  to  the  load  carried;  and  its  readiness  to  start 
cold  at  a  moment's  notice — these  are  responsible  for  its 
unprecedented  efficiency  and  magnificent  economy. 

Diesel  engines  eliminate  coal  bunkers,  stacks,  boiler 
room  and  boiler  room  auxiliaries.  They  eliminate  incom- 
petent and  careless  stoking,  firing,  draft  and  water  regula- 
tion— losses  which,  even  in  well  regulated  steam  plants 
commonly  amount  to  from  1 5  to  30  per  cent,  the  value  of 
the  coal.  They  eliminate  the  varying  factors  to  which 
coal  itself  is  subject — its  varying  percentages  of  moisture, 
ash  and  oxygen;  also  calorific  deterioration  due  to  storage, 
which  in  half  a  year  may  amount  to  1 2  per  cent. — changes 
in  composition  which  require  careful  changes  in  handling, 
if  efficient  combustion  is  to  be  approximated. 

The  Diesel  uses  less  water  than  required  for  the 
operation  of  producer  gas  engines  or  condensing  steam 
plants  of  like  power. 

15 


A  shortage  of  motive  fluid,  which  sometimes  occurs 
in  steam  plants,  due  to  unexpected  increases  in  load,  where 
requirements  cannot  be  anticipated,  is  a  failing  unknown 
to  Diesel  installations.  No  such  shortage  is  possible  where 
Diesels  are  installed.  Furthermore,  it  is  not  possible  to  waste 
Diesel  fuel  through  an  unlocked  for  return  to  lighter  loads. 

We  guarantee  the  economy  of  the  Diesel  under 
everyday  commercial  conditions,  although  no  builder  of 
steam  engines  or  accessory  equipment  will  guarantee  his 
product  either  as  to  steam  or  fuel  consumption,  except 
for  brief  full-load  tests  under  exact  specific  limitations. 
It  is  an  inherent  failing  of  steam  plants  that  they  have 
factors  which  must  be  left  to  the  discretion  of  attendants, 
factors  which  can  be  judged  only  by  men  skilled  in 
analyzing  temperature  and  draft  records,  flue  gas,  coal 
and  ash  analyses,  water  consumption,  etc.,  etc. — variable 
factors  to  be  constantly  and  intelligently  analyzed  if  steam- 
ing efficiency  is  to  be  approximated.  Diesel  economy  is 
not  dependent  on  ceaseless  vigilance  and  unerring  judg- 
ment. It  is  controlled  solely  by  means  of  a  sensitive 
governor  by  which  the  rate  of  fuel  injection  is  instantly 
modified  to  meet  momentary  load  requirements.  This 
it  accomplishes  with  such  precision  that  the  conditions 
of  parallel  operation  of  alternators  is  controlled  solely  and 
perfectly  by  the  regulation  of  fuel  consumption. 

We  take  pride  in  giving  here  an  example  of  the 
remarkable  fuel  saving  of  our  Diesel  engines : 

We  have  installed  a  plant  in  the  middle  west,  con- 
sisting of  two  units  of  240  B.H.P.  each,  which  is  saving 
its  owner  $10,500  a  year  in  fuel  or  more  than  $30  per 
brake  horse -power-year  over  the  fuel  cost  of  the  old 
superseded  steam  equipment,  which  consisted  of  a  con- 
densing Corliss  engine.  This  Diesel  installation  carries  a 
steady,  heavy  mill  drag  twenty-four  hours  daily,  together 
with  the  frequent  intermittent  service  of  an  elevator  of 
350,000  bushels  capacity.  We  refer  the  reader  to  section 
entitled  "EVIDENCE"  for  numerous  other  examples. 

16 


GUARANTEES 


HE  Company  guarantees  the  Diesel  against  defec- 
tive parts  due  to  faulty  material  or  workmanship, 
and  will  replace  such  parts  free  of  charge. 

The  Company  guarantees  that  the  variation  in  speed 
of  its  engines  will  come  within  the  close  limits  required 
for  the  parallel  operation  of  60-cycle  alternating  current 
generators. 

The  Company  further  guarantees  the  engines  as  to 
economy  of  fuel  consumption. 

Copies  of  the  guarantees  which  this  Company  offers 
and  the  tests  by  which  the  same  are  demonstrated  will  be 
cheerfully  furnished  to  prospective  purchasers. 

Every  engine,  before  shipment,  is  carefully  and 
thoroughly  tested  in  our  shops,  at  one-quarter,  one-half, 
three-quarters,  full  and  overload ;  and  a  certified  copy  of 
the  results  is  furnished  with  each  engine. 

See  sections  of  this  general  catalogue  entitled 
"REPRESENTATIVE  DIESEL  INSTALLATIONS" 
and  "EVIDENCE"  for  records  which  Diesels  are  making 
under  everyday  operating  conditions. 


17 


of  our  original  225  B.H.P.  Diesel  Units.      In 
economical  operation  since  1904. 


18 


LIFE  OF  THE  DIESEL 

T  is  not  unusual  to  find  steam  engines  and  steam 
pumps  which  have  been  in  service  thirty  years, 
maintained  in  fair  state  of  up-keep  by  repairs  and 
renewals — the  frame,  shaft,  flywheel  and  foundation,  rep- 
resenting a  large  part  of  their  original  cost,  continuing  in 
service.  However,  the  engine  and  pumps  represent  less 
than  forty  per  cent,  of  the  cost  of  a  steam  installation — 
approximately  sixty  per  cent,  being  in  the  boilers,  heaters, 
condensers,  stack  and  piping.  Some  of  these  features,  the 
boilers  notably,  each  year  show  a  marked  deterioration 
and  loss  in  efficiency.  None  of  these  features  exist  in  the 
Diesel,  and  its  life  will  compare  most  favorably  with  the 
entire  equipment  of  a  steam  plant,  its  efficiency  throughout 
its  life  remaining  practically  unimpaired. 

The  story  of  the  Diesel  Engine  is  quite  different  from 
that  of  gradual  obsolescence  of  the  old  steam  plant.  Ten, 
even  fifteen  years  ago,  when  the  Diesel  was  first  built,  it 
showed  the  same  extraordinary  efficiency.  No  builder  of 

19 


Diesels  abroad,  nor  do  we  here,  expect  to  increase  its 
thermal  efficiency  to  a  very  great  extent.  Diesel  progress 
has  been  one  of  increasing  refinements,  a  lengthening  of  its 
life,  an  increasing  of  its  reliability  and  facility  in  handling, 
in  its  close  governing  under  varying  loads,  etc.  In  these 
it  is  unapproached  by  any  other  type  of  prime  mover. 

The  heavily  designed  frame,  the  shaft,  and  connect- 
ing rods,  the  massive  fly  wheel,  etc.,  form  a  much  larger 
proportionate  cost  of  Diesel  equipment  than  these  parts 
do  in  a  steam  installation,  and  since  these  non-wearing 
parts  form  the  larger  cost,  those  parts  which  wear  and 
deteriorate  most,  of  necessity,  form  the  smaller  and  a  lesser 
proportionate  part  of  Diesel  equipment  than  they  do  with 
steam  equipment.  It  is  easy  to  realize  this — if  one  will 
recall  that  the  entire  boiler  equipment  with  all  its  auxiliaries 
is  eliminated,  and  that  wear  and  tear  is  confined  to  parts 
which  represent  less  than  one-third  of  the  original  Diesel 
investment. 

In  the  steam  engine  and  in  all  explosive  and  hot-bulb 
types  of  internal  combustion  engines,  leaky  valves  and 
worn  cylinders  result  in  reduced  efficiency,  the  cause  of 
which  is  not  always  apparent,  and  if  the  engine  is  not 
loaded  to  capacity  may  not  be  detected  until  much  damage 
has  been  done  and  much  money  lost  in  poor  efficiency. 
The  Diesel,  depending  upon  perfect  compression  for  its 
ignition,  does  not  permit  a  continuance  of  such  losses;  if 
compression  fails  ignition  ceases  and  the  engine  stops. 
In  other  words  such  conditions  as  militate  against  the  life 
of  engines  and  their  economy  absolutely  cannot  exist  long 
enough  in  the  Diesel  to  do  serious  damage,  or  eat  up  fuel 
in  useless  effort. 

Another  feature  of  the  Diesel  which  adds  to  its  life, 
and  which  sets  the  Diesel  apart  from  all  explosive  types, 
is  the  absence  of  any  sudden  rise  in  pressure  at  instant  of 
combustion.  Gradual  introduction  of  fuel  during  ten  per 
cent,  to  twelve  per  cent,  of  the  combustion  stroke  results 
in  a  more  uniform  stress  and  longer  life. 

20 


There  are  two  225  B.H.P.  Diesel  engines  in  a  Texas 
power  house,  installed  nine  years,  during  which  period 
they  have  operated  on  an  average  eighteen  hours  per  day. 
Cylinders  of  these  engines  have  never  been  rebored,  show 
negligible  wear  and  are  smooth  and  bright  as  glass.  With 
the  same  handling  in  the  future  as  they  have  had  in  the 
past,  they  should  outlive  a  steam  plant  of  like  capacity. 


21 


DIESEL  ENGINES  IN  COURSE  OF  CONSTRUCTION 


22 


CONSTRUCTION 

IFTEEN  years  of  Diesel  building  have  shown  us  one 
conspicuous  fact  in  relation  to  construction  which 
we  deem  fundamental;  that  if  a  Diesel  were  built 
and  operated  under  average  conditions,  with  no  more 
care  given  to  material  and  construction  than  is  usual  in 
steam  engine  practice,  Diesel  efficiency  would  be  greatly 
impaired  and  operation  would  not  be  reliable.  Our 
close  scrutiny  of  details,  and  our  strict  adherence  to  the 
highest  type  of  engineering  are  responsible  for  the  success 
which  has  attended  the  type  constructed  by  this  Company. 

We  commenced  building  Diesel  engines  in  1898,  in 
the  same  year  commercial  development  began  in  Europe, 
and  have  since  given  our  best  attention  to  the  perfection 
of  a  design  in  consonance  with  American  practice  which 
would  embody  all  those  features  found  by  experience  to 
increase  the  remarkable  reliability  of  Diesel  operation. 

Our  type,  characterized  by  compact  simplicity  of 
design,  embodies  great  convenience  with  highest  efficiency. 
Our  methods  assure  perfect  interchangeability  of  parts,  all 
of  which  are  liberally  proportioned,  with  workmanship, 
material  and  design  standardized  and  in  strict  conformity 
with  our  general  practice,  determined  by  an  experience  in 
Diesel  building  extending  from  its  introduction  to  the 
present  time. 


23 


1TARTING    the 


Diesel  in  an   United   States   Naval 
Torpedo  Station.     A  twist  of  the  wrist  does  it.      In 
less  than  three  minutes  a  Diesel  will  take  on  full  load. 


|1 
|l  ^  l| 


24 


OPERATION 

HE  Diesel  Engine,  if  designed  and  built  in  accord- 
ance with  the  lessons  of  practical  experience  is 
absolutely  dependable  for  the  severest  service  and 
the  longest  non-stop  operation.  Our  customers  operate 
Diesel  Engines  over  regular  periods  of  six  weeks  to  two 
months  without  shut-down.  They  operate  them  without 
realignment  or  other  major  adjustment  for  periods  of  years. 
Even  for  the  severest  service  our  Diesel  engines  require 
less  attendance  than  any  other  type  of  prime  mover. 

The  duties  of  attendance  during  operating  periods 
consist  principally  of  watching  lubrication,  seeing  that  the 
flow  of  cooling  water  is  uninterrupted  and  in  keeping  the 
engine  clean.  A  first-class  mechanic  or  steam  engineer  is 
amply  qualified  for  this  service  and  may  be  easily  trained 
to  operate  the  Diesel  intelligently.  The  various  duties 
during  shut-down  periods  should  be  divided  between 
examination  and  adjustment.  Periodic  inspections  should 
occur  at  regular  intervals  more  or  less  frequent,  depending 
upon  the  severity  of  the  service.  The  actual  work  involves 
grinding  valves,  adjusting  boxes,  packing  glands,  and  the 
renewal  of  lubricating  oil — the  same  sort  of  duties  found 
in  every  steam  plant.  There  are,  of  course,  no  boiler 
tubes  to  replace,  boiler  scale  to  remove,  flues  to  clean,  heat 
insulation  and  grates  to  renew,  brick  work  to  be  patched 
or  the  like.  So  that,  more  than  anything  else,  Diesel  oper- 
ation and  attendance  mean  watchfulness,  as  there  is  an 
almost  complete  elimination  of  manual  effort.  As  it  is 
with  steam,  procrastination  is  the  root  of  most  trouble,  and 
the  test  of  the  fitness  of  an  operating  engineer. 

The  Stationary  Diesel  which  we  build  belongs  to  the 
four-stroke  cycle  type  of  internal  combustion  engine,  the 
cycle  of  each  cylinder  being  completed  in  two  revolu- 
tions of  the  crank  or  four  strokes  of  the  piston; 

25 


(first)  INDUCTION  of  pure  air,  (second)  COMPRESSION 
of  pure  air,  (third)  COMBUSTION  of  oil  sprayed  in  the 
compressed  air,  and  EXPANSION  of  the  products  of  this 
combustion;  (fourth)  EXPULSION  of  exhaust  gasses. 


2nd  Cycle 
Compression 


3rd  Cycle 
Working:  Stroke 


1.  INTAKE. 

2.  COMPRESSION. 

3.  WORKING  STROKE. 

4.  EXHAUST. 


The  Diesel  does  not  contain  an  explosive  mixture  at 
any  time,  no  explosion  ever  occurs  in  its  cycle  of  operation, 
and  the  Diesel  never  was  and  never  will  be  subject  to  pre- 
ignition,  as  air  only  is  compressed.  No  carburetor,  no 
vaporizer,  no  hot -bulb,  flame,  or  electrical  ignition  appar- 
atus is  ever  used.  Combustion  of  the  oil  spray  is  due 
solely  to  the  heat  generated  by  compression  on  the  second 
(COMPRESSION)  Stroke  of  the  cycle.  The  spraying  of 
the  oil  into  the  cylinder  covers  from  1 0  per  cent,  to  1 2 
per  cent,  of  the  COMBUSTION  stroke.  It  is  a  gradual 
burning,  continuing  for  a  considerable  time  after  all  the 
fuel  has  been  injected — a  non-explosive,  internal  combus- 
tion resulting  in  uniform  stress  and  long  life — the  Diesel 
is  the  only  engine  which  has  it. 

26 


COMBUSTION 

RUDE  Oil,  or  residuum,  commonly  known  as  fuel 
oil,  burning  temperature  120°  to  300°  Fahrenheit, 
forced  through  an  atomizer  by  an  air  blast,  enters 
the  combustion  space  of  the  cylinder  at  the  point  of  high- 
est compression  when  the  air,  drawn  in  on  the  suction 
stroke,  has  been  compressed  to  460  pounds  and  thereby 
raised  in  temperature  to  1000°  F.  This  is  a  temperature 
3  to  8  times  that  required  for  ignition.  Instant  combustion 
follows,  and  every  combustible  particle  burnt. 

Diesel  combustion  is  combustion  in  incandescent 
atmosphere  under  ideal  conditions  insuring  perfect  com- 
bustion, smokeless  exhaust,  and  the  highest  thermal 
efficiency  known. 


27 


DIESEL  FUEL 

HEAP  fuel  oils  containing  non-combustible  sub- 
stances, or  high  percentages  of  sulphur  are  not 
always  the  most  economical  Diesel  fuels.  Such 
oils  are  bad  for  all  internal  combustion  engines  regardless 
of  their  type  or  design,  although  there  are  sometimes 
market  conditions  under  which  they  may  be  used 
profitably. 

Will  the  saving,  amounting  to  the  difference  in  cost 
between  such  oils  and  those  free  from  such  impurities, 
warrant  the  cost  of  frequent  replacements  of  those  parts 
attacked  by  the  sulphur  and  worn  by  the  non-combustible 
matter  which  the  cheaper  contain?  This  is  the  sum  and 
substance  of  the  fuel  problem,  and  varies  in  no  respect, 
except  in  degree,  from  that  confronting  every  plant  man- 
ager, no  matter  what  type  of  prime  mover  he  may  operate. 
As  to  degree — coals  for  steaming  vary  greatly  in  heat 
units  per  pound,  cost  of  handling,  etc.;  oils  for  hot  bulb 
and  explosion  type  engines  are  available  only  between 
certain  narrow  limits;  as  to  oils  for  the  Diesel,  there  is  the 
greatest  latitude  in  choice,  oils  from  practically  all  fields 
having  been  used  successfully,  their  thermal  value  never 
entering  as  a  factor  in  their  purchase  or  cost.  Unlike  coal, 
which  has  a  calorific  value  ranging  from  8,000  to  1 4,500, 
all  heavy  oils,  such  as  Diesels  consume,  have  approxi- 
mately the  same  high  heat  value — namely  1 9,000  B.T.U. 
per  pound. 

The  Company  will  advise  its  customers  and  interested 
inquirers  as  to  the  availability  of  any  particular  oil  and 
invites  their  correspondence  on  this  subject. 


28 


ADVANTAGES 

-  No  Boilers. 
No  Boiler  Explosions. 
Inspection. 
Cleaning. 
11       Repairs. 

Engineers'  licenses. 

Firemen. 

Smoke  Nuisance. 

Preliminary  Heating-up. 

Banked  Fires. 
"    Ashes. 
"    Dirt. 

Dust. 

Shut-down  for  coal  strikes. 

Stand-by  losses. 

Over-heated  buildings. 
Fuel  easily  handled  and  stored. 
Larger  quantities  of  reserve  fuel  easily  stored. 
No  depreciation  on  stored  fuel. 
No  losses  of  fuel  in  transit. 
Less  water  wasted. 
No  ignition  troubles. 
Never  fails  to  start. 
No  explosions  or  sudden  shocks. 
Absence  of  lubrication  difficulties. 
Less  floor  space  required. 
Power  available  immediately. 
Perfect  regulation. 
Great  economy  of  operation. 
Highest  thermal  efficiency  known. 
Practically  same  economy  at  half  load  as  at  full  load. 
Long  non-stop  operation. 
Absolute  dependability. 


29 


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(  1  )     Variation  in  Load,  common  to 
central  stations  of  200  H.P. 

CONSUMPTION  OF  FUEL  OIL: 
(2)     Simple  non-condensing  steam 
engines. 
(3)     Compound   condensing  steam 
engines. 
(4)     Diesel  Oil  Engines. 

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CENTRAL  STATION  OPERATION 
AT  LIGHT  LOADS 

HIS  chart  shows  the   range  of  load   common  to 
Central  Stations.     It  shows  that  where  the  Diesel 
consumes  five  barrels  of  oil  the  condensing  steam 
engine  consumes  twenty-five  barrels  and  the  simple  steam 
engine  forty-five  barrels.     This  gives  an  economy  in  favor 
of  the  Diesel  of  one  to  five  and  one  to  nine. 
-. 

The  chart  shows  a  day  load  of  75  H.P.  rising  at 
dusk  to  a  peak  of  approximately  200  H.P.  falling  to  an 
after  midnight  load  of  93  H.P.  The  Diesel  carries  this 
day  load  of  75  H.P.  on  six  gallons  of  oil  per  hour.  Ask 
your  engineer  to  compare  this  record  with  your  results. 
How  much  fuel  do  you  use  per  hour  during  off-peak 
periods?  How  much  per  day? 


30 


CENTRAL  STATION  PRACTICE 

N  December,  1 907,  Diesel  engines  to  the  amount  of 
9,665  brake  horse-power  were  operating  in  Central 
Station  plants  in  the  United  States.  Of  the  plants 
operating  this  Diesel  power,  75  per  cent,  have  bought 
additional  units,  their  re-orders,  in  brake  horse-power, 
amounting  to  155  per  cent,  of  the  original  amount 
purchased  on  first  order,  55  per  cent,  re-ordering  after 
original  purchases  had  shown  five  years  or  more  of  suc- 
cessful, economical  operation. 

The  horse-power  sold  on  re-order  to  these  Central 
station  plants  now  amounts  to  68  per  cent,  of  all  the 
horse-power  they  had  in  operation  in  1907.  That  sold 
on  re-order  up  to  and  including  December,  1907,  was 
29  per  cent,  of  that  installed  at  the  time;  while  that  bought 
on  re-order  at  this  date  is  38  per  cent,  of  that  now  in 
operation.  Smallest  equipment  operated  in  a  Diesel 
central  station  is  of  75  B.H.P.,  largest  1  1 25  B.H.P. 

31 


All  the  above  figures  refer  to  strictly  central  stations 
deriving  all  income  from  such  service.  This  Company 
has  equipped  central  stations  of  more  than  double  the  size 
of  largest  indicated  above,  but  which  are  engaged  in  other 
lines  also,  as  in  manufacturing,  mining  and  street  railway 
operation — all  of  which  have  ordered  additional  Diesel 
units. 

Of  those  which  have  re-ordered,  24  per  cent,  have 
made  three  distinct  purchases,  each  in  a  different  year, 
and  one  power  and  light  company,  with  Diesels  installed 
in  two  of  their  plants,  has  made  four  purchases: 

450B.HP.  in  1904 
450B.HP.  in  1910 
225  B.H.P.  in  1911 
225  B.H.P.  in  1912 

These  repeat  orders  over  so  many  years,  show  that 
the  Diesel  is  well  adapted  to  Central  Station  requirements 
of  regulation,  reliability  and  continuous  operation. 

PARALLEL  OPERATION 

Diesel  speed  regulation  under  change  of  load  ranks 
with  that  of  the  best  types  of  automatic  steam  engines. 
No  difficulty  is  experienced  in  the  operation  of  generating 
units  in  parallel.  Reference  can  be  given  to  large  numbers 
of  such  plants  operating  in  parallel  with  other  Diesel  units, 
steam  equipment  and  water  power,  in  different  parts  of 
the  country. 

RELIABILITY  AND  CONTINUOUS  OPERATION 

In  the  Diesel  Engine,  combustion  by  the  heat  of 
compression  does  away  with  ignition  devices,  mixers,  car- 
buretors and  back  firing,  limiting  the  cause  of  stoppage  to 
a  cessation  of  fuel  or  injection  air.  Any  part  working  out 
of  adjustment  gives  such  ample  notice  of  a  fault,  that, 
generally,  attenion  may  be  deferred  to  regular  shut-down 
periods. 

32 


One  225  horse-power  Diesel  Engine  installed  in  an 
electric  light  plant  in  Illinois,  operated  without  reserve 
power,  24  hours  per  day — 6f  days  per  week — for  2^ 
years  with  but  two  minor  shut-downs.  In  the  opinion  of 
operating  engineers,  who  have  had  several  years  experi- 
ence, the  Diesel  is  fully  as  reliable  as  steam. 

ECONOMY  IN  SMALL  SIZES  AND 
UNDER  VARIABLE  LOAD  CONDITIONS 

The  refinements  of  coal  handling  machinery,  super- 
heaters, economizers,  and  labor  saving  devices  commonly 
found  in  large  modern  steam  plants  are  not  economically 
introduced  into  small  central  stations,  where  the  varying 
load  condition  is  most  marked.  Therefore,  the  kilowatt 
costs  several  times  as  much  in  the  small  steam  installa- 
tion as  in  the  large  well  equipped  station.  In  contrast  to 
this  the  small  Diesel  installation  shows  a  kilowatt  cost 
which  compares  very  favorably  with  that  obtained  in  the 
larger  plants  operated  by  Diesels  or  the  most  refined  steam 
equipment. 

The  installation  of  small  Diesel  units  allows  a  gradual 
increase  in  capacity  to  meet  growing  load  conditions,  and 
has  the  additional  advantage  that  the  factor  of  safety  for 
continuous  operation  increases  with  the  number  of  units 
installed — any  necessity  for  repairs  or  adjustments  affect- 
ing a  smaller  percentage  of  the  total  capacity  of  the  plant. 


33 


FLOUR  MILL  DRIVES 

IESELS  are  installed  in  flour  mills  which  have  both 
electrical  and  line  shaft  drives.     With  both  types 
Diesel  Engines  are  showing  an   economy  which 
has  amply  justified  their  installation. 

A  mill  and  elevator  company  operating  a  320  HP.  and 
an  80  HP.  Corliss,  both  running  condensing,  changed 
over  to  Diesel  equipment.  An  800  barrel  mill  is  now 
driven  by  a  250  HP.  motor,  a  400  barrel  mill  by  a  125 
HP.  motor,  the  cleaning  machines  by  a  50  HP.  motor, 
and  the  elevator  by  7  motors  aggregating  200  HP. 

This  mill,  located  in  the  middle  west,  burned  an 
average  of  55  barrels  of  oil  per  day  under  boilers,  the 
lowest  consumption  recorded  having  been  48  barrels.  It 
is  now  consuming  in  its  Diesel  engines  an  average  of  1 2 
barrels.  It  cost  this  mill  more  than  4i  times  as  much  to  run 
formerly  as  now — for  fuel  alone.  Add  to  this  great  Diesel 
economy  in  fuel,  the  saving  in  labor,  and  the  showing  is 
well  worth  investigating.  The  owner  of  this  mill  will  tell 
you  that  he  is  saving  over  $  1 0,500.00  per  year  in  fuel  alone. 

Figuring  the  oil  at  2\  cents  per  gallon,  the  local  price, 
the  fuel  cost  is  only  1 0^  mills  per  barrel  of  flour.  As  the 
efficiency  of  the  smallest  Diesel  more  nearly  approaches 

34 


that  of  the  largest,  than  does  the  efficiency  of  a  small 
steam  plant  that  of  a  large  one,  a  flour  mill  requiring  only 
1  20  B.H.P.,  Diesel  operated,  would  show  a  proportionately 
greater  saving. 

At  the  head  of  this  article  is  a  photograph  of  the 
Rope  Drive  of  a  recent  Diesel  Flour  Mill  installation 
in  Texas. 

The  first  Diesel  to  be  used  in  a  flour  mill  was  installed 
in  1905,  and  has  been  in  successful  economical  operation 
ever  since.  This  engine  is  clutch-connected  to  line  shaft. 
In  the  REPRESENTATIVE  DIESEL  INSTALLATIONS 
section,  under  Kansas  and  Texas,  two  roller  mill  installa- 
tions will  be  found  illustrated. 

If  you  have  a  mill  drive  write  us  for  further  informa- 
tion on  the  availability  of  the  Diesel  in  your  mill. 


35 


Sectional  Elevation  of  Power  House. 


Plan  of  Power  House. 

PLAN  AND  ELEVATION  OF  THE  COMPANY'S  POWER  HOUSE. 

36 


DIESEL  POWER  PLANT 

AT  THE  WORKS  OF  THE 
BUSCH-SULZER  BROS.-DIESEL  ENGINE  CO. 

LTHOUGH  the  Diesel  turns  to  useful  account 
approximately  twice  as  much  of  the  heat  value 
of  fuel  as  do  steam  engines  or  turbines,  yet,  with 
about  32  per  cent,  to  35  per  cent,  of  the  heat  transformed 
into  useful  mechanical  energy,  there  remains  43  to  40 
per  cent,  not  available  to  that  purpose — turned  into  heat. 

In  this  installation  the  exhaust  gases  from  the  Diesels 
pass  through  exhaust  gas  heat  economizers  (illustrated 
and  described  on  page  46).  The  returns  from  the  hot 
water  heating  system  of  this  plant  pass  through  three  of 
them,  arranged  in  parallel,  one  for  each  engine.  After 
absorbing  the  heat  of  the  gases,  with  a  consequent  rise  in 
temperature,  the  water  passes  from  them  to  heaters  which 
are  supplied  with  steam  coils  heated  by  the  steam  of 
high  pressure  boilers,  used  also  for  the  operation  of  the 
steam  hammers  in  the  forge  shop.  From  the  steam 
heaters  the  water  again  passes  out  and  re-circulates 
through  the  buildings.  The  cooling  water  from  the 
cylinder  jackets,  at  a  temperature  of  about  140  degrees, 
runs  into  a  hot  well,  this  water  being  utilized  as  boiler 
feed  and  in  lavatories. 

In  this  manner  the  system  employed  in  this  plant, 
the  first  in  this  country  to  utilize  heat  from  both  these 
Diesel  sources,  conserves  to  heating  purposes  at  least 
60  per  cent,  of  the  heat  value  of  the  fuel  not  transformed 
into  mechanical  effort.  The  result  is  a  very  decided 
economy  in  fuel  for  winter  heating,  an  economy  which, 
when  added  to  that  of  the  Diesel  as  a  prime  mover,  makes 
for  an  overall  fuel  economy  which  is  superb. 

37 


Another  important  economic  feature  of  this  plant  is 
automatic  machine  tool  control.  While  this  is  not  a  feature 
which  can  be  used  only  with  Diesel  engines,  individual 
motor  drive  with  automatic  control  is,  however,  one  of 
those  important  items  subsidiary  to  the  Diesel  making  for 
general  manufacturing  economy.  It  is  a  system  which 
necessarily  has  a  maximum  variation  in  load,  as  current 
is  consumed  only  during  periods  of  actual  productive 
work.  Constant  voltage  is  its  only  requisite  to  successful 
operation,  and  this  is  easily  provided  by  the  Diesel,  any 
increase  or  decrease  in  load  being  immediately  reflected  in 
a  changed  rate  of  fuel  consumption,  always  in  proportion 
to  the  productive  work  being  done. 

The  Diesel  engine  equipment  of  this  plant  consists 
of  three  4-stroke  cycle  Diesel  units  of  225  B.H.P.  each, 
running  at  164  R.P.M.,  direct  connected  to  160  K.W. 
1 1 5-230  volt  direct  current  generators.  The  fuel  oil 
storage  tanks,  of  which  there  are  two,  are  buried  at  the 
side  of  a  private  railroad  siding  adjacent  to  the  power 
house.  Oil  flows  into  these  tanks  from  tank  cars  by 
gravity.  Oil  fired  boilers  are  used  in  the  power  house — 
they  supply  the  major  portion  of  the  heat  required  for 
shop  heating  in  the  winter  and  the  steam  for  the  operation 
of  the  steam  hammers  in  the  forge  shop. 

Diesel  exhaust  is  noiseless,  colorless  and  odorless, 
and  as  induced  draft  is  used  in  conjunction  with  the 
boilers  this  installation  is  without  visible  stacks  of  any 
kind.  No  coal  is  used  on  the  premises.  Even  in  the 
forge  shop  oil  has  been  substituted  throughout  on  account 
of  its  ease  in  handling,  its  economy  and  the  precision  of 
its  control. 

This  company  considers  that  the  use  of  the  Diesel 
engine,  together  with  such  heat  conserving  equipment  as 
is  employed  in  this  plant,  assures  to  all  plants  having  a 
heating  problem  which  will  install  Diesels,  an  overall 
economy  which  cannot  be  approached  by  any  other  type 
of  prime  mover. 

38 


ICE  AND  REFRIGERATION 

E  have  installed  Diesels  in  a  number  of  ice  and 
refrigeration  plants.  Some  are  operated  in  con- 
junction with  electric  light  stations,  some  with 
water  works,  some  with  breweries,  some  as  distinct  plants. 
These  Diesels  are  connected  to  load  by  belted  and  electrical 
drives  and  are  particularly  well  adapted  to  ice  manufacture, 
showing  a  reduction  in  fuel  cost  of  40  per  cent,  to  80  per 
cent,  and  an  operating  expense  closely  proportioned  to 
output. 

Inasmuch  as  the  fuel  consumption  of  the  Diesel  is  in 
direct  proportion  to  load  requirements,  between  half  and 
full  load,  it  follows  that,  with  one  Diesel  engine,  the  same 
fuel  cost  per  ton  of  ice  will  be  realized  at  half  as  at  full 
capacity;  with  two  Diesels,  at  one  quarter  to  full  capacity, 
etc.  This  flexibility  is  appreciated  in  off  seasons.  In  the 
summer  when  ice  making  continues  twenty-four  hours 


39 


daily  the  Diesel  is  reliable  for  full  capacity,  twenty-four 
hours  per  day,  for  the  full  season,  with  one  or  two  shut 
downs  for  inspection  and  possible  adjustments. 

Six  years  ago  when  an  ice  plant  in  the  south 
installed  its  first  Diesel  engine  it  was  consuming  under  its 
boilers  an  average  of  $500  worth  of  fuel  per  month.  One 
year  later,  after  its  second  Diesel  was  installed  and  the 
steam  plant  abandoned,  and  the  business  had  increased, 
the  fuel  consumption  averaged  only  $75  monthly.  The 
third  Diesel  this  company  purchased  was  installed  in 
1912,  five  years  after  they  had  bought  their  first,  ample 
time  for  them  to  have  discovered  whether  or  not  the 
Diesel  fully  met  the  requirements  of  ice  and  refrigeration 
service.  Their  Diesels  operate  two  125  K.W.  and  one 
1  5  0  K.W.,  A.  C.  generators  of  2300  volts,  which  are  direct 
connected.  Their  equipment,  including  the  forty  ton  ice 
plant,  is  operated  on  twenty-four  hour  service  by  one  chief 
engineer  and  two  assistant  engineers — more  help  not 
required.  The  Diesel  enabled  this  company  to  produce  a 
raw  water  can  ice  which  their  competitors  could  not  equal 
and  which  captured  every  retail  dealer  in  town,  forcing 
their  rivals  to  retail  their  own  ice.  This  plant  produces 
cakes  weighing  over  six  hundred  pounds  without  flaw  or 
blemish  which  are  described  as  blocks  of  crystal. 

Two  views  from  the  largest  Diesel  ice  and  refrigera- 
tion plant,  which  is  situated  in  New  York,  are  reproduced 
herewith.  It  is  equipped  with  six  Diesels  aggregating 
1245  B.H.P.  and  has  a  capacity  equivalent  to  455  tons  of 
ice ;  its  ice  machines,  pumps  and  hoists  being  operated  by 
motors. 


40 


SEND  FOR  TECHNICAL  BULLETIN 
ON  DIESEL  OPERATED  ICE  PLANTS 


I  PAPER  was  read  before  the  International  Con- 
gress of  Ice  and  Refrigeration  held  at  Chicago, 

M  September  17-25,  1913,  written  by  Messrs. 
R.  H.  Tait  and  L.  C.  Nordmeyer  of  the  firm  of  Tait- 
Nordmeyer  Engineering  Company,  Saint  Louis.  It  has 
been  recast  for  us  by  the  authors — use  being  made  of  the 
parallel  column  method  of  comparison  in  such  manner  as 
to  insure  the  most  vivid  and  ready  conception  of  their 
estimates,  the  calculations  by  which  they  figured  them 
and  the  conclusions  they  reached.  It  is  a  technical  bulletin 
on  the  use  of  the  Diesel  Engine  in  ice  plants.  We  will 
cheerfully  send  this  bulletin  to  anyone  with  a  power 
problem  in  his  ice  or  refrigerating  plant.  It  contrasts 
simple  steam,  compound  condensing  steam,  and  Diesel 
engined  60  ton  ice  and  1 2  ton  refrigeration  capacity  plants. 
It  gives  the  building  and  operating  costs  of  each  and  other 
valuable  information  to  the  man  who  is  confronted  with  a 
power  problem. 


41 


MISCELLANEOUS  DIESEL  DRIVES 

NTIRELY  aside  from  the  great  economic  advan- 
tage of  the  Diesel,  it  is  wonderfully  well  adapted  to 
high  pressure  fire  service,  or  any  other  emergency 
service  which  requires  instant  readiness  to  start,  ability  to 
make  long  non-stop  runs,  and  absolute  reliability.  In 
such  plants  stand-by  expense  is  often  the  largest  single 
item  and  the  Diesel  eliminates  it.  If  prepared  for  starting, 
when  shut  down,  the  Diesel  can  take  on  full  load  in  less 
than  one  minute  from  notice  to  start.  These  characteris- 
tics entitle  it  to  the  most  serious  consideration  of  all  having 
such  requirements. 

In  the  foregoing  pages  there  has  been  described  the 
economic  advantages  of  the  Diesel  in  central  stations, 
refrigeration  plants,  flour  mills  and  factories.  The  horse- 
power thus  employed  represents  76  per  cent,  of  the  total 
installed. 

On  the  following  pages  we  mention  a  number  of 
different  lines  of  industry  in  which  Diesels  have  been 
running  over  a  period  of  years — they  will  give  you  an  idea 
as  to  the  great  range  of  application  to  which  they  have 
been  put. 

Our  Sales  and  Engineering  Departments  would  take 
pleasure  in  giving  a  prospective  power  purchaser  all  the 
special  information  within  their  experience  as  to  the 
Diesel's  availability  under  any  specific  conditions. 


42 


DIESEL  INDUSTRIAL  APPLICATIONS 

OLLOWING  is  a  list  of  installations  illustrating  the 
Diesel's  applicability  to  various  lines  of  industry. 
A  representative  installation  of  either  the  oldest  or 
largest  of  each  industry  is  here  referred  to  by  its  date  of 
installation  and  location  by  state.  Thirty  per  cent,  of  the 
total  Diesel  horse-power  sold  has  been  on  re-order;  and 
the  re-orders  have  amounted  to  more  than  the  original  pur- 
chases. On  an  average  those  firms  which  have  added 
Diesels  to  their  first  purchases,  have  more  than  doubled 
their  plants  by  fifteen  per  cent.  One  central  station  plant 
has  re-ordered  three  times,  six  years  after  the  original  pur- 
chase, one  year  after  the  second,  and  one  year  after  the 
third,  making  four  distinct  purchases  in  eight  years,  which 

43 


clearly  indicates  the  satisfaction  which  the  Diesel  gives  to 
those  who  have  come  to  know  it  well.  All  installations 
here  referred  to  have  been  in  successful  operation  since 
the  date  mentioned. 


Automobile  Works 

Auxiliary  to  Water  Power 

Battle  Ships 

Battery  Charging 

Brewery 

Cement  Works 

Chocolate  Works 

Copper  Mining 

Cordage  Works 

Correctional  Institution 

Cotton  Gin 

Cotton  Goods 

Cotton  Seed  Oil 

Cotton  Twine 

Cotton  Webbing 

Drop  Forge  Shop 

Electric  Light  Plant 

Encaustic  Tiling 

Fertilizer  Works 

Flour  Mill  and  Elevator 

Foundry  and  Machine 

Gas  Works 

Glass  Works 

Gold  Mines 

Ice  and  Cold  Storage 

Ice  Cream 

Iron  Doors,  Windows 

Isolated  Plant 

Knitting  Mill 

Locomotive  Works 

Machine  Builders 

Machine  Shop 

Marble  Works 

Municipal  Plant 

Naval  Torpedo  Station 

Navy  Yards 

Nut  and  Bolt 

Office  Building 

Optical  Works 

Ordnance 

Paper  Mills 


1907  Indiana 

1910  Minnesota 
1912  Argentine 
1903  New  York 
1 898  Missouri 

1912  Oklahoma 

1911  Pennsylvania 
1906  Arizona 

1 906  Massachusetts 

1912  Pennsylvania 

1913  Texas 

1907  Massachusetts 

1913  Texas 

1 906  Massachusetts 

1 906  Massachusetts 

1906  Rhode  Island 

1903  Florida 
1912  Ohio 

1912  Massachusetts 
1905  Texas 

1905  New  York 

1907  Pennsylvania 
1907  Indiana 

1906  New  Mexico 

1904  Texas 

1913  Texas 
1903  New  Jersey 

1903  Illinois 

1910  New  York 

1905  Pennsylvania 
1902  Rhode  Island 

1902  Rhode  Island 

1904  New  York 

1903  Florida 

1911  Rhode  Island 
1913  Mass.and  Hawaii 

1907  Rhode  Island 

1905  Indiana 
1907  Rhode  Island 
1 902  Connecticut 

1906  Indiana 


44 


Phosphate  Mining  1 906  Florida 

Piano  Factory  1905  Maryland 

Printing  Ink  1912  New  Jersey 

Quarries  1 905  Connecticut 

Reduction,  Metallurgical  1907  Arizona 

Roller  Mills  1913  Kansas 

Railroad  Shops  1907  Texas 

Ry.  Tunnel  Ventilation  1913  Illinois 

Sheeting,  Cotton  1910  Massachusetts 

Silverware  1905  Rhode  Island 

Street  Railway  1 904  Texas 

Structural  Steel  and  Iron  1904  Indiana 

Submarine — Sulzer  Engines 

Time  Recording  Instruments  1 905  New  York 

Waterworks  1 905  Wisconsin 

Wholesale  Grocery  1903  Illinois 

Wire  Mills  1907  Rhode  Island 

Woolen  Mills  1905  Massachusetts 

Worsted  Mills  1905  New  Jersey 

Yarn  1 909  Massachusetts 

Eighteen  states  are  included  in  this  representative  list 

of  sixty-one  plants  in  as  many  different  lines  of  industry 

and  application,  but  there  are  fine  installations  in  eight 
more  states — Arkansas,  Iowa,  Louisiana,  Missouri,  New 
Hampshire,  South  Carolina,  South  Dakota  and  Tennessee 
— some  of  which  are  illustrated  elsewhere  in  this  catalogue. 


RIVADAVIA-Argentine.     Largest   and  swiftest  battleship   afloat,    equipped  with 
Sulzer -Diesel  Marine  Auxiliaries  furnished  by  this  Company. 


45 


EXHAUST  GAS  HEAT  ECONOMIZERS 

XHAUST  Gas  Heat  Economizers  which  extract  the 
heat  of  exhaust  gases  and  transfer  the  same  to 
water  find  economical  uses  in  such  industries  as 
require  hot  water,  as  in  the  washing  of  raw  materials  or 
finished  products,  in  hot  water  heating  systems  for  build- 
ings and  shops,  in  lavatories,  or  as  boiler  feed.  At  small 
expense  for  the  equipment  and  its  installation  these  econ- 
omizers in  conjunction  with  the  engine  jackets,  will  save  at 
least  sixty  per  cent,  of  the  heat  which  would  otherwise  be 
wasted,  or  2800  British  thermal  units  per  brake  horse- 
power-hour, giving  the  Diesel  an  unapproached  overall 
economy. 

The  following  figures  are  taken  from  a  test  in  a  Sul- 
zer  built  installation  of  300  B.H.P.  in  a  woolen  mill  at 
Biirglen,  Switzerland,  where  the  heat  recovered  is  used 
in  heating  the  factory  and  in  the  washing  of  wool  and 

46 


yarns.  The  tests  were  made  by  Prof.  J.  Cochand,  of 
Lausanne  and  Engineer  M.  Hottinger,  of  Winterthur, 
Switzerland,  their  report  being  published  in  the  Zeitschrift 
des  Vereines  Deutscher  Ingenieure,  of  March  23rd,  1912. 

Two  economizers  of  325  square  feet  heating  surface 
each  were  used,  connected  in  series  so  that  the  exhaust 
traveled  through  one  then  the  other.  The  water,  on  leav- 
ing the  engine,  passed  through  them  on  the  counter  cur- 
rent principle,  in  the  opposite  direction  to  the  flow  of  the 
gases.  1 232  gallons  of  water  passed  through  the  heaters 
per  hour  entering  at  1 23.8  degrees  F.  and  leaving  at  1 67.9 
degrees  F.  The  temperature  of  the  water  as  it  entered 
the  cylinder  jackets — 70  degrees  F. 

300  B.H.R  PER  HOUR 

B.T.U.  transformed  into  horse-power                   731,274  33.5% 

B.T.U.  recovered  in  cooling  water                        596,691  27.4% 

B.T.U.  recovered  by  economizers                         460,9 17  21.1% 

B.T.U.  lost 393.824  18.0% 

B.T.U.  in  fuel  used  per  hour                              2, 1 82,706  1 00.0% 

Deducting  the  1 8  per  cent,  lost  this  gives  an  overall 
fuel  economy  of  82  per  cent.,  which  is  not  equalled  by  any 
other  type  of  prime  mover.  As  the  amount  of  heat 
recovered  by  the  economizers  and  from  the  cooling  water 
amounts  to  48.5  per  cent,  it  may  be  readily  seen  that  for 
every  $1,000  spent  in  Diesel  fuel  but  $515.00  worth  can 
be  charged  to  the  generation  of  power.  $485.00  worth,  or 
that  saved  from  these  sources  is  utilized  in  the  form  of 
heated  water.  48.5  per  cent,  is  a  large  saving,  especially 
so,  considering  the  small  cost  of  the  equipment.  But  the 
saving  is  really  much  greater.  $485.00  worth  of  oil  burnt 
under  a  boiler  would  not  come  within  20  per  cent,  to  25 
per  cent,  of  the  heat  recovered  and  utilized  by  the  exhaust 
gas  heat  economizers  of  this  Biirglen  plant. 

This  Company  employs  this  system  of  heat  conser- 
vation in  its  Saint  Louis  works  and  is  prepared  to  contract 
for  similar  installations  in  conjunction  with  all  Diesel 
engined  plants. 

47 


REPRESENTATIVE  DIESEL 
INSTALLATIONS 

FORTY  INSTALLATIONS  IN  TWENTY-THREE 
STATES  ARE  REPRESENTED  IN  THE  FOLLOWING 
VIEWS  OF  DIESEL  POWER  PLANTS.  SPECIFIC  INFOR- 
MATION CONCERNING  OUR  NUMEROUS  INSTALLA- 
TIONS FURNISHED  PROSPECTIVE  PURCHASERS  ON 
APPLICATION. 

IN  ONE  PART  OF  THE  COUNTRY  OUR  DIESELS 
ARE  LOCATED  IN  MINES;  IN  ANOTHER,  FACTORIES 
AND  CENTRAL  STATIONS;  IN  ANOTHER,  AS  AUXIL- 
IARIES TO  WATER  POWER— ONE  SELLING  ANOTHER. 
DIESEL  APPLICATIONS  COVER  FIFTY- EIGHT  DIFFER- 
ENT LINES  OF  INDUSTRY. 

IN  EVERY  LOCALITY  WHERE  SOLD,  INSTALLA- 
TIONS HAVE  MULTIPLIED.  DIESEL  POWER  PLANTS, 
SUCCESSFUL  AND  ECONOMICAL  IN  OPERATION,  ARE 
OUR  BEST  SALES  AGENTS. 


48 


ARIZONA 


IHIS  double  unit  consists  of  two  225  B.H.P.  Diesel 
engines.  It  is  located  at  a  copper  mine  at  an  eleva- 
tion of  5,000  feet.  It  is  connected  by  rope  drive  to  a  posi- 
tive pressure  blower.  It  is  run  continuously  twenty-four 

hours  daily  and  is  not  shut 
down  for  months  at  a  time, 
and  then  only  when  adjust- 
ment is  imperative.  As 
the  cessation  of  air  to  a 
smelter  would  result  in 
great  damage  and  loss,  or 
as  stoppage  of  ventilation, 
especially  in  "Fire  Stopes," 
would  endanger  many 
lives,  the  service  is  the 
most  rigorous  imaginable, 
demanding  the  highest 
type  of  reliability. 


49 


ARIZONA 


IRST  Diesel  installed  75  B.H.P.,  second  225  B.H.P. 
They  operate  at  altitude  of  5300  feet.  Larger, 
operating  triplex  pumps,  is  direct  connected  to  150 
K.W.,  240  volt,  D.C.  generator.  It  runs  under  an  average 
load  of  400  amperes,  24  hours  daily,  making  non-stop  runs, 
amounting  to  forty  days.  This  engine,  in  spite  of  the 
high  altitude  and  an  average  load  factor  of  0.8,  consumes 
only  nine  gallons  fuel  oil  per  hour,  equivalent  to  9.4  gal- 
lons per  100  K.W.  hours,  or  6.2  gallons  per  100  B.H.P. 
hours  assuming  a  generator  efficiency  of  87  per  cent. 

50 


CONNECTICUT 


OTAL  assets  of  this  municipal  plant  $200,331.59, 
all  paid  for  out  of  earnings,  except  $22,500,  repre- 
senting initial  bonded  debt.  Never  required  help 
by  taxation,  although  operating  at  lowest  rates  in  the  State. 
First  Diesel  bought  in  1905,  second  1907,  third  1910,  no 
steam  equipment  bought  since  first  Diesel  was  installed. 
The  General  Superintendent,  writing  to  prospective  power 
purchasers,  claims  for  his  Diesels:  quick  response  to  vari- 
ations in  load,  taking  full  rating  without  apparent  effort; 
regulation  as  close 


as  close  as  in 
the  best  steam  practice; 
thorough  reliability;  de- 
pendable for  long  service 
runs;  and,  that  his  Diesels, 
carrying  the  bulk  of  the 
load,  operate  with  gratify- 
ing fuel  efficiency. 


51 


FLORIDA 


|IGHT,  twin  triple-cylinder,  engines,  450  B.H.P.  each. 
They  operate  the  largest  phosphate  mines  in  Florida. 
They  say  the  Diesel  makes  oil  the  cheapest  fuel  in  this  State. 


IX  units,  225  B.H.P.  each.     Owners  write:  "No 
trouble  maintaining  uniform  loads,  or  paralleling 


with  other  engines.     Oil  used  less  than  guarantee." 

52 


ILLINOIS 


E  installed  one  225  B.H.P.  Diesel  about  a  year 
ago,  operate  twenty-four  hour  service,  shutting 
down  Sundays  for  five  hours,  and  in  the  year's 
run,  our  service  has  been  shut  down  but  once,  for  two 
hours.  This  speaks  for  itself.  We  have  been  pleasantly 
surprised  at  the  performance  of  the  engine,  and  the  fuel 
consumption  is  below  the  guarantee  of  the  builders."  Since 
old  steam  plant  was  discarded  by  the  receivers  and  the 

Diesel  adopted,  the  com- 
pany has  made  good. 
Cheap  reliable  Diesel 
power  for  the  city  devel- 
oped good  off-peak 
loads,  requiring  addi- 
tional Diesel  equipment. 
The  power  house  was 
built  of  bricks  from  stack 
of  old  steam  plant. 


53 


INDIANA 


POWER  station  supplying  a  city  of  5,000  and 
four  small  towns  within  fourteen  miles.  Current 
used  for  lighting,  power  and  in  water  works.  The 
two  engines  shown  are  225  B.H.P.  each,  direct  connected 
to  alternating  current  generators.  A  twenty-four  hour  ser- 
vice is  maintained,  one  engine  running  continuously,  the 
other  on  peak  loads.  Daily  fuel  consumption  200  gallons. 


54 


KANSAS 


mEN  thousand  five  hundred  dollars  represents  the 
yearly  saving  in  fuel  of  these  Diesel  Units  over  the 
old  superseded  steam  equipment.  A  greater  saving  will 
be  made  when  the  third  unit,  now  on  order,  is  installed. 
The  equipment  consists  of  two  240  B.H.P.  units,  direct 
connected  to  generators,  which  furnish  power  to  a  1,200 
barrel  mill  and  a  350,000  bushel  elevator. 


55 


KANSAS 


nHIS  Diesel  consumes  daily  45  gallons  of  fuel  oil, 
\vhereas  the  old  steam  equipment  consumed  280 
gallons  on  the  same  schedule,  under  the  same  load  con- 
ditions. Sixty-cycle  alternating  current  is  generated  and 
used  for  lighting,  miscellaneous  power  requirements,  and 
for  driving  water  works  pumps.  Its  success  has  lead  two 
other  Kansas  municipalities  to  install  Diesel  equipment. 


56 


LOUISIANA 


03 


HIS  installation  consists  of  two  Diesel  engines  of  120 
B.H.P.  each,  driving  60  cycle  alternating  current 
generators;  100  gallons  of  fuel  oil  consumed  daily  furnish- 
ing the  city,  of  5,000  inhabitants,  with  all  its  water,  electric 
light  and  commercial  service.  The  electrically  driven 
pumps  are  shown  below.  Two  neighboring  cities  after 
watching  these  engines  operate  for  a  year,  installed  Diesels 
in  their  plants — proof  of  Diesel  economy  and  reliability. 


57 


MARYLAND 


llpllIANOS,  of  one  of  the  most  noted  makes,  are  made  in 
|l^  l|  this  factory,  operated  by  the  Diesel  unit  illustrated. 
It  has  been  operating  steadily  for  the  past  eight  years, 
developing  225  B.H.P.  at  a  speed  of  165  RP.M.  It  is 
direct  connected  to  a  150  K. W.  direct  current  generator. 


58 


MASSACHUSETTS 


HIS  large  cotton  mill  employs  its  450  B.H.P.  double 
unit  on  a  mill  drive.  Direct  connected  to  alternator, 
it  has  been  in  daily  operation  for  three  years  and  has 
proven  a  most  reliable  source  of  power,  ready  at  a 
moment's  notice.  Its  ability  to  carry  a  steady,  heavy  mill 
drag  and  its  freedom  from  smoke  and  soot,  makes  the 
Diesel  a  very  desirable  prime  mover  for  the  operation  of 
textile  mills.  It  occupies  small  space,  requires  very  little 
attendance,  consumes  its  fuel  in  proportion  to  require- 
ments, and  has  no  external  flame  or  fire  about  it. 


59 


MASSACHUSETTS 


have  been  in  closer  touch  with  this  Massachusetts 
plant,  consisting  of  900  B.H.P.  in  three  Diesel  units 
than  with  any  other,  each  week  receiving  a  full  operating 
report.  Average  fuel  consumption  8.24  gallons  per  100 
net  K.W.  hours — equal  to  6  gallons  per  100  net  B.H.P. 
hours.  We  do  all  we  can  to  co-operate  with  Diesel  owners 
and  operators  by  maintaining  a  staff  of  inspecting  engineers. 


60 


MASSACHUSETTS 


Do 


HIS  municipal  plant,  in  a  city  of  5,000  inhabitants, 
started  in  1903  with  two  Diesels  of  120  B.H.P.  each, 
shown  in  foreground,  adding  one  of  225  B.H.P.  in  1906 
and  another  of  like  size  in  1911  — which  speaks  well  for 
the  satisfaction  this  city  finds  in  Diesel  operation.  They 
operate  60  cycle  generators  in  parallel,  having  a  combined 
capacity  of  500  kilowatts.  The  plant  has  460  customers, 
to  whom  it  supplies  light  and  power  for  310  H.P.  of 
motors.  It  serves  the  city  free,  and  is  a  paying  institution 
without  any  account  being  taken  of  its  municipal  load. 


61 


MASSACHUSETTS 


HIS  large  Central  Station 
furnishes  steam  heat  and 
electricity  for  a  city  of  32,000 
inhabitants.  Since  1906  it  has 
used  a  450  B.H.P.  unit,  which 
drives  a  60  cycle  alternator  in  par- 
allel with  steam  equipment  during 


extreme  peaks  and  in  emer- 
gency service.  Being  able 
to  assume  full  load  in  less 
than  one  minute,  this  unit 
gives  freedom  from  sur- 
prises and  a  sense  of  secur- 
ity not  enjoyed  with  other 
prime  movers.  No  stand-by 
losses,  no  extra  attendance. 
This  is  just  one  of  num- 
erous plants  with  heating 
problems  which  have  in- 
stalled Diesels  as  auxiliary  to 
steam  equipment. 


62 


MINNESOTA 


HERE  are  three  installations  of  Diesels  in  this  State 
which  are  auxiliary  to  water  power.  Two  installed 
on  showing  of  first.  Writing  to  parties  investigat- 
ing our  claims  an  engineer  of  one  of  these  plants  wrote: 
"We  think  the  Diesel  is  more  durable  and  dependable 
than  steam.  In  answer  to  second  part,  I  beg  to  advise 
steam  cost  for  fuel  $26.00  for  24  hours;  Diesel,  $3.40  for 
fuel  and  $0.50  for  lubricating  oil  on  -f  load.  We  do  not 
now  charge  any  more  when  using  engine  than  for  water 
power,  10  cents  per  K.W.;  when  using  steam  we  always 
had  to  raise  price  to  12  cents  and  it  was  hard  to  get 
even  at  that  rate." 


63 


MISSOURI 


FllIRST  Diesel  built  in  America  and  the  first  to  be  placed 
l|  under  regular  commercial  load,  here  or  abroad,  was 
installed  in    the  Anheuser-Busch    Brewery,  Saint    Louis, 
in  1 898.    It  operated  in  the  bottling  department  until  1911, 
when  it  was  superseded  by  the  larger  modern  units  shown. 

The  brewery  is 
using  Diesels 
with  conspic- 
uous success 
in  its  ice  and 
refrigeration 
plants  through- 
out the  coun- 
try. We  issue  a 
special  bulletin 
on  the  econ- 
omy of  this 
plant  which 
we  will  send 
upon  request. 


64 


MISSOURI 


|HIS  little  Diesel  Central  Station  of  two  units  of 
120  B.H.P.  each,  located  under  the  shadow  of  one 
of  the  big  distributing  stations  of  the  great  Keokuk  Dam 
water  power  plant,  is  generating  and  selling  electric 
current  for  less  than  its  big  rival  and  making  money. 


65 


NEW  HAMPSHIRE 


WHEN  THE  RIVERS  RUN  DRY 

HE  manager  of  this  plant  in  writing  to  the  company 
which  had  sold  the  electrical  apparatus  used  in 
conjunction  with  its  Diesels  stated :  "I  will  say  that 
as  an  auxiliary  I  consider  the  Diesel  the  best  proposition 
that  can  be  installed.  *  *  *  We  are  operating  our  Diesel  units 
in  parallel  with  our  Hydro-Electric  plant,  located  seventeen 
miles  away,  and  we  have  never  had  the  slightest  difficulty. 
Another  nice  feature,  where  there  is  sufficient  storage 
capacity,  is  the  fact  that  from  a  300  K.W.  Diesel  set,  you 
can  generate  at  least  7,000  K.W.  hours  in  a  twenty-four  hour 
run,  holding  back  sufficient  water  to  take  care  of  the  peak 
loads.  *  *  *  We  are  buying  two  more  engines,  after  having 
had  nearly  three  years'  experience  with  our  other  two." 

66 


NEW  JERSEY 


[JT^TJIOOLEN  fabrics  are  manufactured  in  this  mill,  which 
|l  **  l|  is  operated  by  the  1  70  B.H.P.  Diesel  engine  shown. 
Transmission  is  by  rope  drive.  The  engine  has  been  in 
service  ten  to  twelve  hours  every  week  day  for  eight  years, 
having  been  installed  in  1905.  Oil  consumption  for  this 
period  is  calculated  by  the  mill  at  less  than  7  gallons  per 
100  net  B.H.P.  hours. 


67 


NEW  MEXICO 


|N  the  irrigated  sections  of  the  Southwest  central  station 
plants  find  a  good  business  furnishing  electric  current 
to  farmers  to  run  their  irrigation  pumps.  This  is  what 
the  450  B.H.P.  plant  shown  does  besides  lighting  the 
streets  and  furnishing  current  for  commercial  purposes  in 
a  rapidly  growing  city  in  New  Mexico. 


•ftjk*-  :U      I 


NEW  YORK 


IN  ideal  installation.  It  consists  of  two  120  B.H.P. 
Diesels  installed  in  1907  and  a  third  of  225  B.H.P. 
1912.  These  engines  operate  60  cycle  alternators  in 
parallel.  Their  exhaust  is  passed  into  pits  for  muffling 
and  reaches  the  atmosphere  through  the  vent  shown. 
Diesel  owners  dare  to  operate  without  spare  units,  making 
long  continuous  runs.  Many  Diesel  plants  are  operated 
without  shutting  down  for  periods  of  over  six  weeks. 
Massive  construction,  finest  materials,  best  of  workman- 
ship— these  are  the  Diesel's  guarantee  of  reliability. 


I 


69 


NEW  YORK 


KITING  a  prospective  purchaser  of  Diesels,  the 
manager  of  this  Company  stated:  "We  have  not 
been  without  use  of  the  engine  any  hour  when  required. 
It  has  never  given  us  any  trouble,  and  requires  scarcely  any 
attention.  The  entire  expense  of  maintenance  would  not 
be  more  than  $200.00  for  the  seven  years  that  we  have 
had  it,  and  of  that  $200.00  we  have  spent,  we  have  got 
half  the  parts  in  stock  now  for  emergency.  When  we 
need  additional  power  there  will  be  nothing  considered 
except  another  Diesel." 


70 


NEW  YORK 


IN  ice  and  refrigeration  plant  of  455  tons  capacity 
equipped  with  six  Diesel  units  aggregating  1245 
B.H.P.,  two  of  which  are  belt  connected  to  ammonia  com- 
pressors driven  at  constant  speed,  while  two  compressors 
are  driven  by  variable  speed  motors.  Raw  water  block  ice 
is  manufactured.  Plant  operates  at  very  low  cost  and  with 
great  economy  in  space.  Send  for  bulletin  on  this  plant. 


71 


NEW  YORK 


DIESEL  located  in  a  piano  factory  and  surrounded 
by  inflammable  material,  in  the  heart  of  New  York's 
congested  fire  district.      1 70  B.H.P.  free  from  fire  risk. 


72 


OHIO 


HE  installation  of  this  225  B.H.P.  engine  required 
no  changes  to  the  old  steam  plant  with  which  it 
operates.  As  is  often  the  case,  the  existing  engine 
room  proved  large  enough  to  accommodate  it.  In  many 
plants,  as  in  the  largest  in  the  country  producing  encaustic 
tiling,  Diesels  supplement  steam,  utilizing  to  the  best  and 
most  economical  advantage  available  or  idle  space.  Owing 
to  the  high  economy  of  the  Diesel,  it  is  generally  found 
most  economical  to  load  it  to  full  capacity  and  let  it  carry 
the  brunt  of  the  power  burden,  leaving  the  steam  installa- 
tion to  make  up  balance  of  requirements  or  carry  peak 
loads.  This  makes  an  excellent  arrangement,  sufficient 
power  being  developed  by  the  steam  plant  to  supply  the 
requisite  exhaust  steam  for  winter  heating  or  manufactur- 
ing requirements. 


73 


OHIO 


ROM  December  1905  to  May  first,  1906,  according 
to  published  reports  to  tax  payers,  old  steam  plant 
caused  a  deficit  of  $6,714.49,  met  by  taxation. 
From  May  twelfth,  1 906,  to  October  first,  1 907,  their  two 
Diesels  earned  a  surplus  over  all  operating  expenses  of 
$3,928.71,  thus  turning  a  village  liability  into  an  asset.  It 
was  calculated  by  their  engineer  that  during  this  period 
the  Diesels  saved  $9,984.49  for  fuel  and  $1,700.00  for  day 
and  night  labor  in  boiler  room — a  total  of  $  1  1 ,684.49. 

74 


OKLAHOMA 


NE  of  the  most  difficult  and  most  dusty  drives 
imaginable  is  that  found  in  a  cement  manufac- 
turing plant.  Large  heavy  machinery  such  as 
rock  crushers  are  constantly  in  use,  causing  heavy  vibra- 
tions in  the  transmission  and  a  very  fluctuating  load.  In 
such  plants  extra  precaution  is  taken  in  filtering  the  air 
which  is  admitted  to  the  cylinders  so  as  to  prevent  scoring 
and  wear.  This  is  the  only  precaution  necessary  on  such 
a  drive,  the  engine  caring  for  this  class  of  service  perfectly. 
This  installation,  installed  in  1912,  consists  of  one  170 
B.H.P.  Diesel  unit,  belted  to  line  shaft. 

75 


PENNSYLVANIA 


HE  three  Diesels  included  in  this  plant,  which 
manufactures  city  gas,  are  direct  connected  to 
alternating  current  generators.  The  power  is  used 
in  manufacture  and  distribution  by  means  of  individual 
motor  drives.  This  was  one  of  the  first  plants  in  the 
country  to  use  Diesel  engines,  having  purchased  two  units 
of  75  HP.  in  1904,  which  are  now  supplemented  by  the 
modern  units  shown;  in  operation  since  1907.  flThe  Diesel 
was  introduced  into  this  plant,  where  gas  was  available 
at  cost,  solely  because  of  its  magnificent  fuel  economy. 


76 


PENNSYLVANIA 


MODERN  Diesel  installation  in  which  the  first  two 
Diesels  were  installed  in  1911  and  additional  units 
in  1912  and  1913.  The  plant  now  consists  of  six  Diesels 
developing  1,350  B.H.P.,  operating  crushers,  grinders, 
chasers  and  finishers  used  in  the  manufacture  of  choco- 
late. Independent  motor  driven  compressors  have  the 
advantage  of  great  flexibility,  being  independent  of  the 
particular  Diesel  units  in  operation. 


77 


PENNSYLVANIA 


|HIS  school  for  girls,  which  is  located  in  the  open 
country,  belongs  to  the  correctional  system  of 
institutions  maintained  by  Pennsylvania.  The  state 
installed  this  Diesel  of  120  B.H.P.  on  its  showing  as  an 
economical  power  unit,  which  requires  a  minimum  of 
attendance.  This  installation  operates  without  regular 
attendance,  generating  a  dependable  direct  current  lighting 
and  power  supply  to  the  entire  satisfaction  of  the  officials. 


RHODE  ISLAND 


450  B.H.P.  Diesel   unit,  direct  connected  to  A.  C. 

generator.  In  service  eight  years.  No  depreciation 
while  idle,  no  stand-by  expense.  Starts  any  time  in  two 
or  three  minutes  and  maintains  constant  speed  under 
variable  loads.  This  unit  used  in  the  manufacture  of 
silverware  has  been  in  constant  service  since  1 905.  It  is 
operated  in  parallel  with  older  steam  equipment. 


79 


RHODE  ISLAND 


|rT~]|  CENTRAL  Station  in  which  Diesels  began  immedi- 
|l**l|  ately  to  demonstrate  their  great  economy.  First 
Diesel  installed  in  1906.  Use  of  steam  discontinued 
and  second  Diesel  installed  1907.  Good  profits  and 
reliable  service  developing  new  business,  three  more  were 
added  in  1911.  Plant  now  serves  several  neighboring 
towns  and  villages  with  1 125  B.H.P. 


80 


SOUTH  DAKOTA 


||ryi||HIS  plant  operated  one  Diesel  unit  of  225  B.H.P.  for 
ILLJI  one  year.  Then  having  become  convinced  of  the 
Diesels  advantages,  reliability  and  economy,  the  owners 
added  an  additional  unit  of  225  B.H.P.  It  is  one  of  num- 
erous steam  plants  in  which  Diesels  have  superseded 
steam  altogether. 


81 


TENNESSEE 


HE  municipal  electric  plant  of  a  progressive  little 
town  of  3,000  inhabitants,  which  in  1912  installed 
its  first  Diesel  of  225  B.H.P.  direct  connected  to  a  200 
K.V.A.  alternator.  As  can  be  seen,  the  city  fathers  wisely 
put  their  money  into  the  engine  instead  of  into  the  building. 


82 


TEXAS 


675  B.H.P.  central  station.     3  phase,  2300-volt,  60- 
cycle.     Average  yearly  cost  of  current  6.78  mills  per 
K.  W.H. — oil  at  $  1 .05  per  bbl.    Compressors  direct  coupled. 


83 


TEXAS 


IESELS  are  now  operating  several  flour  mills  and 
elevators  in  different  parts  of  the  country  with  emi- 
nently satisfactory  results.  Economy  of  operation  is  the 
one  big  factor  in  such 
plants.  In  the  modern 
mill  shown,  which  be- 
gan operation  in  1 9 1 2, 
the  Diesel  is  connect- 
ed to  load  by  means  of 
rope  drives  controlled 
by  two  friction  clutch- 
es which  render  the 
different  parts  of  the 
mill  independent  of 
one  another.  This 
feature  is  illustrated 
on  page  34. 


84 


TEXAS 


[PACE    economy    of    Diesel    installations    strikingly 
shown.    A  belted  225  B.H.P.  Diesel.    Plant  capacity: 
Refrigeration  35  tons,  Ice  25  tons;  Electric  power  50  K.V.A. 


85 


TEXAS 


THREE  locomotive  and  car  shops  in  this  State  have 
Diesel    installations,    operating    traveling    cranes, 
heavy  machine  tools  and  lighting  buildings  and 
yards.     The  plant   illustrated    installed    two   120   B.H.P. 
Diesels  in   1907,  an  additional  unit  of  225   B.H.P.  being 
added  in  1909. 

The  Superintendent  of  Motive  Power  and  Rolling 
Stock  of  one  of  these  plants  wrote  a  brother  official  in 
another  state:  "I  consider  the  Diesel  Engine  one  of  the 
most  satisfactory  and  economical  power  plants  obtainable. 
It  is  possible  that  the  very  close  attention  which  this  engine 
has  received  since  it  has  been  installed  has  resulted  in  its 
very  successful  operation  both  in  point  of  economy  as  to 
fuel  and  repairs.  The  repairs  which  have  been  necessary 
are  of  so  slight  a  nature  that  we  have  kept  no  special 
record  as  to  the  cost,  but  it  is  very  low." 

86 


WISCONSIN 


•T1  HE  first  municipal  water  and  light  plant  to  install 
*  l|   Diesels    in    the    world;    operates    four    engines; 
600  B.HP.  installed  in  1905-1  1-13.     Eighty  arc  lamps  at 
$28.00  per  lamp  year  cover  operating  cost — all   other 
municipal  lighting  and  1 46,000,000  gallons  pumpage  free. 


87 


UNITED  STATES  NAVY 


HE  pontoon  crane  shown  is  used  at  a  United  States 
Navy  Yard  on  the  Atlantic  Coast.  The  crane  is  of 
1 50  tons  capacity,  and  is  operated  by  the  225  B.H.P.  Diesel 
engine  shown.  This  installation  has  been  in  successful 
operation  one  year.  A  duplicate  of  the  above  installation 
is  serving  the  government  at  Pearl  Harbor,  Hawaii. 


THIS  COMPANY  WISHES  TO  STATE  THAT  THE 
LARGE  NUMBER  OF  ENGINES  SOLD  MAKES  IT  POS- 
SIBLE TO  RENDER  TO  ITS  CUSTOMERS  EXCEPTIONAL 
SERVICE.  IT  MAINTAINS  A  STAFF  OF  ERECTING  AND 
OPERATING  ENGINEERS  OF  LONG  AND  VARIED 
EXPERIENCE  ENGAGED  SOLELY  IN  VISITING  OUR 
CUSTOMERS'  INSTALLATIONS. 

THE  COMPANY  MAINTAINS  A  CONSTANT  INTER- 
EST IN  ALL  DIESELS  SOLD  AND  ENDEAVORS  AT 
ALL  TIMES  TO  SEE  THAT  THEY  HAVE  PROPER 
ATTENTION. 


89 


EVIDENCE 

THE  FOLLOWING  STATEMENTS  RELATIVE  TO  THE 
MERITS  OF  THE  DIESEL  ENGINE  WERE  MADE  BY 
DIESEL  OWNERS  AND  OPERATORS  IN  LETTERS  WHICH 
THEY  WROTE  AT  THE  SOLICITATION  OF  PROSPEC- 
TIVE PURCHASERS  OF  POWER  WHO  WERE  CON- 
DUCTING  THEIR  OWN  INVESTIGATIONS.  THE 
STATEMENTS  ARE  CLASSIFIED  UNDER  FIFTEEN  HEAD- 
INGS,  VIZ.:  ECONOMY,  RELIABILITY,  MAINTENANCE, 
REGULATION,  OPERATION,  LONG  NON-STOP  OPERA- 
TION, PARALLEL  OPERATION  AND  INTERCHANGE 
OF  CURRENT,  OVERLOAD  CAPACITY,  CONSTRUCTION, 
REPAIRS,  ATTENDANCE,  MUNICIPAL  INSTALLATION, 
DIESEL  VERSUS  STEAM  AND  WATER  POWER,  OUR 
CUSTOMERS  RE-ORDER,  SATISFACTION. 


90 


ECONOMY 

"Our  lubrication  for  two  engines  for  1911  was  $472.75, 
and  our  cost  per  K.W.,  including  repairs,  fuel  and  lubrication, 
was  $0.00253."  They  operate  two  225  B.H.P  engines. 


"As  to  comparative  cost  of  operation,  we  figure  that  all 
things  considered,  we  are  operating  for  about  25  per  cent,  of 
what  it  would  cost  us  to  do  the  same  work  with  steam.  We 
figured  that  we  could  afford  to  junk  our  engines  once  every  six 
years  and  come  out  better  than  even. 


"We  have  had  one  in  use  now  upwards  of  seven  years. 
It  has  given  perfect  satisfaction  in  every  respect.  The  cost  of 
repairs  have  been  nominal,  much  less  we  believe  than  with  a 
steam  engine  for  the  same  length  of  time,  and  it  has  never  been 
out  of  order  except  in  one  instance,  where  we  were  without  its 
use  for  a  few  hours.  The  economy  of  operation  of  this  engine 
is  remarkable.  We  run  our  plant  nine  hours  per  day  and  we  use  ^ 
anywhere  from  63  to  70  gallons  of  oil  per  day,  and  our  average 
load  is  fully  100  HP." 

*  *          * 

"We  also  find  the  fuel  consumption  to  be  almost  in  direct 
proportion  to  the  work  done;  this,  and  the  fact  that  there  are  no 
stand-by  losses  with  this  engine,  have  proved  to  be  very  impor- 
tant in  our  plant,  as  our  load  is  a  varying  one  and  the  peak  load 
of  short  duration." 

*  *          * 

"Our  average  running  record  for  these  engines,  under  all 
load  conditions  and  averaged  up  by  the  month,  is  from  9£  K.W.      > 
to  1 0  K.W.  of  electricity  at  the  switchboard  for  every  gallon  of 
fuel  oil  consumed." 

*  *          * 

"Our  Chief  Engineer  states  that  the  cost  per  H.P.  per 
hour  to  operate  the  engines  is  about  2.07  mills.  This  is  based 
on  the  price  of  Gas  Oil  at  .0245  per  gallon." 

*  *          * 

"We  clean  the  interior  of  the  engines  about  twice  a  year 
and  the  work  is  done  in  the  intervals  when  the  engine  would 
be  shut    down    anyway.      They    require    a    little    more    careful     ^ 
attendance  than  a  steam  engine  and  perhaps  a  little  more  work 
to  keep  up,  but  we  do  not  employ  any  more  than  we  would 

91 


have  to  operate  the  same  number  of  steam  units.  The  service 
is  as  reliable  and  satisfactory  and  our  fuel  cost  is  about  80  per 
cent,  less  than  to  develop  the  same  horse-power  with  steam. 
For  our  use  the  Diesel  has  proven  a  complete  success." 


"Our  experience  with  these  engines,  under  such  long  ser- 
vice, enables  us  to  know  them  very  thoroughly.  Their  regula- 
tion is  fine;  they  are  safe  and  reliable;  the  uniform  efficiency 
and  unvarying  economy  in  the  use  of  fuel  oil  gives  them  an 
excellent  endorsement  in  this  important  factor." 

*          *          * 

"The  Diesels  have  given  us  very  reliable  and  satisfactory 
service  at  an  efficiency  that  is  remarkable.  We  are  highly  pleased 
with  them.  The  fuel  consumption  of  the  engines  has  never  at 
any  time  exceeded  the  guarantee  of  the  Company,  and  for  our 
conditions  we  have  saved  about  85  per  cent,  of  the  cost  of  fuel 
over  what  our  fuel  would  have  been,  using  steam." 


"We  certainly  appreciate  the  reliability  and  economy  of 
these  engines.  The  fuel  consumption  being  almost  in  direct 
proportion  to  the  power  delivered,  thus  enabling  us  to  pull 
through  our  light  load  season  with  a  profit,  which  we  are  cer- 
tain could  never  have  been  accomplished  with  a  steam  plant." 


"The  economy  of  these  engines  is  no  doubt  ahead  of  any- 
thing on  the  market  today." 


"  Both  engines  are  directly  connected  to  alternating  current 
generators  from  which  we  operate  all  pumps,  air  compressor,  ice 
hoist  and  ice  machine  with  motors.  This  gives  a  very  flexible 
outfit,  as  we  can  operate  installations  in  the  plant  with  either  or 
both  engines  as  the  case  may  require.  We  also  furnish  all  city 
and  commercial  lights  for  the  town  and  find  that  the  engines 
come  well  within  the  guarantee  of  builders.  We  find  that  the 
engines  are  almost  as  efficient  at  half  load  as  at  full  load  so  the 
fuel  bill  is  in  proportion  to  the  power  delivered." 


"We  have  found  the  oil  consumption  to  be  from  6  to 
gallons  per  100  B.H.P.  hours." 

92 


RELIABILITY 

"As  you  state,  the  fuel  economy  is  conceded  and  we  find  in 
our  experience  that  their  reliability  compares  very  favorably  with 
other  types  of  power.  While  we  would  not  like  to  guarantee 
that  any  engine  would  give  absolutely  continual  service,  we  feel 
that  our  experience  is  in  favor  of  the  oil  engine  in  this  respect, 
and  if  we  were  in  your  position  would  install  them  in  preference 
to  other  power." 


"In  our  plant  we  have  two  of  these  engines,  one  of  225  H.P. 
and  one  of  1  70  H.P.  We  have  never  had  any  shut-down  due  to 
any  fault  of  the  engine,  and  as  to  our  economy,  they  certainly 
have  been  the  means  of  putting  this  plant  on  its  feet." 


"We  wired  you  on  the  2 1  st  that  we  were  about  to  contract 

for  either  a   Diesel  or Oil  Engine  and  asked  you  which 

you  found  to  be  the  most  reliable  and  gave  the  least  trouble. 
We  are  in  receipt  of  your  wire  stating  that  the  Diesel  was  the 
most  reliable  and  gave  the  least  trouble,  and  was  the  least 
expensive  to  maintain.  Please  accept  our  thanks  for  your 
prompt  reply.  We  closed  a  contract  with  the  Diesel  Engine 
Company  for  two  of  their  225  H.P.  Engines  to  operate  our  mill. 
We  were  more  favorably  impressed  with  their  engine  from  the 
start." 

*          *          * 

"This  plant  has  to  operate  all  the  time  without  shut-downs, 
except  by  accidents,  which  are  extremely  rare,  as  it  not  only 
supplies  the  entire  commercial  public  lighting  service  of  this  city, 
but  supplies  electric  power  for  the  local  manufacturing  and 
industrial  undertakings  of  a  large  scale — a  large  majority  of 
which  have  no  other  source  of  power." 


"We  have  experienced  no  inconvenience  or  delay  from  any 
failure  on  the  part  of  these  engines.  I  do  not  hesitate  in  recom- 
mending them  to  anyone  for  any  class  of  service  whatsoever, 
provided,  however,  that  they  do  not  expect  the  engine  to  pull 
more  than  its  rated  H.P.  We  have,  however,  at  times  run  our 
engines  over-loaded,  but  I  do  not  consider  such  operation  good 
practice.  The  only  precaution  I  would  suggest,  is  to  have  a  first- 
class  engineer  in  charge  of  the  Diesel  Engine,  and  this  however, 
I  think  is  applicable  to  all  engines." 

93 


MAINTENANCE 

"As  regards  breakage,  it  has  been  very  slight  in  our  plant, 
having  never  experienced  a  shut-down  on  account  of  any  fault 
of  the  engine.  It  is  our  practice  to  use  only  one  man  on  a  shift, 
although  the  Chief  Engineer  who  has  other  duties  is  about  the 
plant  more  or  less  during  the  day  time.  And  when  taking  up 
bearings,  etc,  a  helper  from  another  part  of  the  plant  is  called 
to  assist." 

*          *          * 

"During  the  year  1911  our  average  cost  per  K.W.H.,  includ- 
ing fuel,  lubrication  and  repairs,  was  less  than  $0.003  (three  mills) 
per  K.W." 

V  V  V 

"We  have  experienced  very  little  difficulty  in  keeping  these 
engines  in  good  operative  condition  and  the  writer  being  a 
practical  engineer  had  rather  take  care  of  the  Diesel  than  steam 
engines.  Our  experience  has  been  that  the  upkeep  of  these 
engines  is  nothing  out  of  the  ordinary." 


"Our  maintenance  cost  has  been  $30.00  to  $35.00  per 
engine  per  year  and  we  have  never  had  to  renew  any  large 
parts  on  the  engine,  only  piston  rings,  needle  valves,  springs 
and  such  small  parts.  Neither  engine  has  even  broken  a  valve 
spring  for  1 8  months." 

»*«          •*«          •*« 

"The  upkeep  of  these  engines  we  find  to  be  only  a  very 
little  more  than  that  of  a  first-class  steam  equipment,  while  the 
economy  is  far  superior,  costing  less  than  half  that  of  steam." 


"In  our  opinion  these  engines  are  as  reliable  as  the  steam 
engine  and  we  have  experienced  no  unnecessary  delays  in 
service  due  to  their  failure.  Our  properties  have  been  operating 
a  Diesel  plant  at  Sherman,  Texas,  for  about  seven  years,  and  the 
first  engines  installed  there  are  now  doing  as  good  service  as 
new  ones.  The  upkeep  of  the  old  engines  last  year  in  that  plant 
amounted  to  less  than  2  per  cent,  of  the  original  cost." 


"In  a  report  from  the  office  of  the  City  Clerk  of  a  city  in  the 
State  of  Wisconsin,  we  find  this  item:  'Repairs  on  engines,  aver- 
age for  5  years,  $125.00.'  This  plant  operates  three  Diesel 
Engines." 

94 


REGULATION 

"The  engines  are  used  for  driving  three  phase  alternators 
for  city  lighting  and  power  work  and  we  find  that  they  develop 
their  rated  H.P.  to  indicating  instruments  on  the  switchboards, 
and  at  no  time  have  they  exceeded  the  fuel  consumption  stated 
by  the  manufacturers.  The  speed  regulation  is  good  and  the 
service  reliable,  in  the  years  that  we  have  had  the  engines.  The 
engines  need  somewhat  more  careful  attention  than  is  usually 
given  a  steam  engine,  but  there  is  no  reason  why  an  attendant 
who  is  even  reasonably  diligent  can  not  operate  the  engines 
without  trouble. 


"You  ask — 'Is  the  regulation  as  good  as  that  of  the  ordinary 
Corliss  Engine?'  Yes,  we  consider  it  fully  as  good.  The  engines 
regulate  entirely  automatically,  no  throttling,  but  simply  by  a 
sensitive  governor  which  varies  the  fuel  supply  to  meet  the  exact 
load  and  speed  requirements." 


"They  are  also  very  regular  in  speed,  being  perfectly  adapt- 
able to  the  operation  of  electric  generators — for  which  purpose 
they  are  used  in  this  plant,  in  connection  with  a  number  of 
steam  engines." 


"When  the  last  Diesel  was  installed,  an  extra  foundation 
was  built  ready  for  another.  The  Diesel  regulation  also  is  excel- 
lent, and  as  for  stopping  from  sudden  breakage  of  its  parts,  it 
certainly  will  stop  if  things  are  not  right,  which  is  not  to  its 
discredit,  but  it  is  as  reliable  as  good  steam  practice  in  every  day 
service.  Because  the  Diesel  Engine  embraces  so  many  time 
saving  advantages,  is  so  safe  to  run  and  in  many  ways  quite 
simple,  it  sometimes  suffers  from  neglect,  but  if  it  is  in  good 
condition  it  will  deliver  its  rated  horse-power  easily." 

*          *          * 

"As  to  variations  in  motor  load,  they  are  considerable, 
especially  when  power  and  lighting  lap,  but  we  find  the  Diesels 
just  as  quick  to  respond  as  the  steam  engines.  Roughly  speak- 
ing, the  load  factor  of  the  Diesels  is  about  75  per  cent,  with 
quite  wide  extremes  during  a  24-hour  run  according  to  de- 
mands, and  they  take  up  their  full  rating  without  apparent 
effort  under  proper  operating  conditions. 

95 


OPERATION 

"Our  Diesel  engines  carry  the  bulk  of  our  load,  though  we 
have  five  steam  engines  which  fill  in  on  peak  loads  and  extra 
service  as  required.  All  of  our  engines  are  directly  connected 
to  generators  and  the  long  runs  are  considerable,  as  the  plant 
operates  all  the  time,  and,  aside  from  a  heavy  commercial  light- 
ing load,  has  a  connected  load  of  about  1  100  electric  motors  in 
the  local  factories,  in  addition  to  the  street  lighting  service." 

*  *          * 

"Our  first  engine  was  installed  in  February,  1 906,  and  has 
been  in  operation  ever  since,  running  nights  only.  We  have 
this  year  completed  the  installation  of  the  second  unit  of  225 
H.P.  and  believe  that  our  new  engine  will  fully  come  up  to  the 
excellent  standard  of  service  which  the  first  one  has  given  us." 

*  *          * 

"Our  Diesel  engine  handles  this  Ice  Compressor,  which  is  of 
20  ton  capacity,  and  in  addition  carries  an  electric  load  of  about 
300  amperes  at  220  volts.  We  are  satisfied  that  the  engine  is 
developing  its  full  rated  H.P.  and  the  speed  regulation  for  the 
24  hours  is  so  perfect  as  to  procure  the  very  best  results  from 
the  Ice  Machine." 

LONG  NON-STOP  OPERATION 

"Since  that  time,  some  eighteen  months,  we  have  depended 
absolutely  on  one  engine  to  furnish  light  and  power  on  a  24- 
hour  schedule,  allowing  a  weekly  shut-down  of  about  five  hours 

on  Sunday." 

*•*          *»*          *»* 

"At  the  time  we  bought  our  first  engine  we  were  also  inter- 
ested in  the  engine,  but  they  would  only  give  us  a 

guarantee  of  36  hours  continuous  running.  It  would  take  that 
long  for  the  combustion  chamber  to  fill  with  carbon  and  then 
the  engine  would  have  to  be  shut  down  and  this  chamber 
replaced  with  a  clean  one." 

"On  one  occasion  we  ran  the  engine  six  weeks,  day  and 
night,  without  stopping  once." 

"From  our  experience  with  these  engines,  we  can  recom- 
mend them  for  the  service  of  which  you  speak.  We  have  in 
cases  of  necessity,  run  one  of  these  engines  six  weeks  continually 
without  ever  stopping  it,  although  this  is  not  a  good  policy  with 
any  engine,  as  they  should  be  shut  down  and  examined  once  a 
week  at  least." 


PARALLEL  OPERATION  AND 
INTERCHANGE  OF  CURRENT 

"Replying  to  your  inquiry  with  reference  to  Diesel  engines, 
have  to  say  that  on  January  13,  1911,  we  started  our  Diesel 
Engines  Nos.  293  and  294,  which  are  three  cylinder  1 6  inches 
by  24  inches  direct  connected  to  General  Electric  Company, 
three  phase  alternators.  We  have  had  no  trouble  even  at  the 
first  trial  to  parallel  these  generators  nor  have  we  had  any 
trouble  at  any  time  since  then  in  putting  them  in  parallel,  and 
as  to  interchange  of  current  between  machines,  it  all  depends 
upon  the  management  of  the  engines.  If  furnished  fair  fuel  and 
valves  are  kept  in  proper  condition  the  interchange  of  current 
is  negligible,  and  I  consider  the  parallel  operation  of  the  Diesel 
thoroughly  established  and  successful." 

*  *          * 

"We  operate  these  units  either  singly  or  altogether,  as  the 
occasion  demands,  and  we  experience  no  difficulty  in  keeping 
our  alternators  in  parallel." 

*  *          * 

"Replying  to  yours  of  the  12th  inst.,  with  reference  to  Diesel 
engines ;  beg  to  advise  you  that  we  are  at  present  operating  three 
of  the  250  HP.  units  directly  connected  to  187K.V.A.,  60  cycle, 
2  phase  alternators,  running  at  1 64  revolutions  per  minute.  We 
are  operating  these  units  in  parallel  and  are  getting  most  satis- 
factory results  from  same." 

OVERLOAD  CAPACITY 

"It  might  be  well  to  state  that  while  this  engine  is  rated  at 
225  H.P.,  on  Saturday  night,  July  6,  1912,  the  engineer  informs 
me  that  it  was  up  to  250  H.P." 

*  *          * 

"Our  small  engine  has  been  operating  at  an  overload  much 
of  the  time  for  the  past  year  and  for  this  reason  we  have  pur- 
chased additional  (Diesel)  equipment." 

*  *          * 

"The  writer  some  years  ago  had  charge  of  a  plant  which 
was  equipped  with  Diesel  engines,  direct  connected  to  gener- 
ator, and  it  was  our  practice  there  to  carry  150  K.W.,  on  the 
switchboard,  with  the  225  H.P.  engine  when  it  was  carrying  its 
own  compressor,  although  at  times  we  were  obliged  to  carry  as 
high  as  190K.W." 

97 


CONSTRUCTION 

"When  building  the  foundation  for  the  engine  the  manage- 
ment did  not  think  it  necessary  to  follow  the  plans,  but  followed 
their  own  ideas.  Instead  of  excavating  to  solid  rock,  they  were 
satisfied  to  build  the  foundation  on  rotten  surface  rock.  The 
foundation  was  made  of  concrete.  Sometime  after  starting  the 
engine,  same  was  found  to  be  in  motion  and  the  concrete 
foundation  also,  wobbling  up  and  down  like  on  a  pivot.  This 
increased  with  time  to  pretty  near  an  inch  and  brought  the 
engine  out  of  line  with  air  compressor.  The  1  70  H.P.  engine, 
weighing  about  34,000  pounds,  caused  a  pressure  and  vibration 
in  the  rotten  rock  underneath,  whereby  same  was  disrupted  and 
crushed.  This  mistake  we  have  now  corrected  at  an  expense 
of  over  $500.00,  when  it  would  not  have  cost  more  than  $50.00 
if  the  plans  had  been  followed.  It  is  a  wonder  to  us  here  that 
the  engine,  with  all  its  fine  mechanism,  did  not  fall  to  pieces. 
We  have  had  enough  of  steam  and  would  not  trade  our  Diesel 
for  all  the  steam  engines  there  are." 

*•*          *»*          *•* 

"The  engines  are  well  built  and  are  very  massive  in  con- 
struction, and  after  six  years  of  continuous  work  our  oldest  en- 
gine is  still  giving  perfect  satisfaction.  They  wear  well  and  we 
do  not  find  that  the  cost  of  upkeep  amounts  to  more  than  that 
of  any  first-class  steam  engine." 

REPAIRS 

"We  have  had  one  in  use  now  seven  years  and  it  has  been 
perfectly  satisfactory  in  every  respect.  It  requires  scarcely  no 
attention  whatever,  and  our  repair  bills  or  expenditures  for  new 
parts  have  been  very  small  indeed  and  we  have  not  been  with- 
out the  use  of  the  engine  any  hour  when  it  was  required." 

"It  is  rather  difficult  to  give  you  an  approximate  yearly  repair 
cost  as  this  has  varied  with  us  according  to  the  work  done  and 
parts  replaced.  Last  year  our  repairs  did  not  foot  up  to  $50.00, 
but  a  year  ago  were  over  $300.00.  Even  if  an  unexpected  acci- 
dent should  make  the  repair  cost  exceedingly  high,  the  low 
cost  of  operation  will  make  you  the  gainer  in  the  long  run." 

"We  have  not  found  the  repair  cost  on  them  any  higher 
than  might  be  expected  on  the  whole  of  a  steam  equipment  of 
like  power." 

See  also  under  MAINTENANCE 

98 


ATTENDANCE 

"We  do  not  find  that  it  requires  an  expert  to  operate  these 
machines  but  we  do  advise  that  care  should  be  taken  in  selecting 
a  man  of  ordinary  intelligence,  who  is  careful,  trustworthy  and 
faithful." 


"There  is  no  reason  why  one  man  should  not  operate  two 
engines  with  their  generators  and  the  switchboard,  that  is  while 
running.  Of  course  when  there  is  adjustment,  cleaning  or  repairs 
to  be  done  more  help  will  be  necessary.  There  are  no  jobs 
about  starting  or  running  the  engine  that  one  man  cannot  do." 


"Will  state  that  we  think  the  best  recommendation  that  we 
can  give  them  is  the  fact  that  we  are  now  installing  our  third 
unit  after  having  one  in  use  for  nearly  five  years.  In  the  engine 
room  we  have  two  assistant  engineers  and  one  chief.  It  is  their 
duty  to  look  out  for  the  machinery  of  the  electrical  plant  as  well 
as  a  20  ton  ice  plant,  which  we  also  operate.  We  are  now 
increasing  the  ice  plant  to  a  40  ton  output  and  the  same  crew 
will  be  able  to  care  for  it.  One  man  runs  the  whole  outfit 
at  night." 

*  *          * 

"It  has  been  my  experience  that,  with  the  great  economy  of 
these  engines,  we  can  well  afford  to  pay  the  price  for  a  good 
man;  we  are  then  taking  no  chance  of  a  cheap  man  destroying 
a  high  priced  machine,  and,  in  the  end,  we  are  way  ahead  of  the 
game  over  a  steam  driven  plant." 

*  *          * 

"There  is  practically  no  labor  required  in  the  operation  of 
these  engines." 

"You  should  have  an  engineer  of  some  intelligence  to  take 
care  of  the  engines  and  keep  them  up,  the  same  as  with  any  first- 
class  steam  engine,  but,  after  once  started,  the  engines  are  almost 
automatic,  requiring  only  an  attendant  to  watch  them  and  see 
that  they  get  proper  lubrication.  We  do  not  find  that  their 
upkeep  is  any  greater  than  a  steam  plant.  Of  course,  engines  in 
duplicate  guard  against  any  shut-down  in  case  of  accident,  but 
we  ran  one  unit  for  more  than  two  years  and  are  satisfied  that  it 
gave  as  good,  if  not  better,  service  than  any  single  unit  steam 
plant  in  the  state  operating  continuously.  On  one  occasion  we 
ran  the  engine  six  weeks,  day  and  night,  without  stopping  once." 

99 


MUNICIPAL  INSTALLATION 

*  *  *  This  is  an  actual  monthly  report  of  the  electric  light 
and  waterworks  of  this  city,  showing  a  cost  of  8  mills  per  K.  W. 
hour  on  the  switchboard.  The  waterworks  pumps  are  motor 
driven  in  duplicate.  We  sell  commercial  service  enough  to  make 
the  street  lighting  and  water  service  free  to  the  city."  And  again: 
"***This  plant  pays.  Come  and  see  us,  we  like  to  show 
what  we  have.  The  above  is  an  actual  report  of  the  total  cost  of 
operating  the  water  and  lighting  plant  of  this  city  with  Diesel 
engines,  which  is  approximately  $28.00  per  lamp  year  for  80  arc 
lamps,  with  1 46,000,000  gallons  pumpage  gratis." 

*  *          * 

"In  our  opinion  Municipal  Ownership  of  the  Public  Utilities, 
particularly  the  lighting  system  in  this  case,  is  the  best  possible 
solution  of  the  problem.  But  a  short  time  ago  a  proposition  was 
made  in  the  Village  by  a  corporation,  to  purchase  the  Municipal 
Lighting  Plant,  but  on  being  placed  before  the  people  was  beat 
nearly  two  to  one.  A  year  later  the  proposition  was  brought  up 
for  additional  power  in  the  Municipal  System  and  was  carried 
by  a  vote  of  about  200  to  5.  This  is  the  best  testimonial  which 
we  can  give  for  the  Municipal  Ownership.  You  can  easily  see 
that  this  is  what  we  would  advise." 

•*•  »*•  «*« 

"To  argue  these  matters  in  a  letter  is  almost  impossible  and 
I  would  therefore  advise  you  to  have  your  committee  come  here 
and  look  over  our  plant  and  see  our  Diesel  engine.  1  think  it 
would  be  more  profitable  for  your  city  to  install  a  Diesel  engine 
and  have  a  plant  of  your  own." 

*  *          * 

"Now  as  to  our  plant;  it  was  built  in  1892  and  will  com- 
plete a  continuous  record  of  success  next  month,  covering  a 
period  of  20  years.  It  represents  an  investment  of  about 
$200,000,  of  which  all  but  $22,500  has  been  paid  from  profits, 
since  commercial  lighting  and  power  were  added  to  the  original 
street-lighting  plant  in  1898,  and  at  the  present  rate  the  entire 
debt  will  be  wiped  out  within  a  year.  Our  rates  have  always 
been  the  lowest  in  this  state,  and  nearly  all  the  factories  of  this 
city  are  operated  by  the  power  of  this  plant — about  1  200  con- 
nected H.P.  in  motors — not  to  mention  a  heavy  lighting  load. 
As  to  fuller  details,  we  take  pleasure  in  sending  you  our  last 
annual  report  of  nearly  a  year  ago  under  separate  cover,  and 
trust  that  we  will  thus  supply  you  with  the  information  desired." 
This  plant  installed  its  first  Diesel  in  1905  and  has  added  no  additional 
steam  equipment  since  then. 

100 


DIESEL  vs.  STEAM  AND  WATER  POWER 

"Another  great  advantage  of  the  Diesel  engine  over  steam 
is  that  we  do  not  have  to  wait  half  a  day  or  more  for  results  ;  we 
can  start  our  engine  in  less  than  three  minutes,  and  pull  the  load 
from  the  start.  As  to  maintenance,  we  can  find  no  reason  why 
the  expense  should  be  very  great.  Our  expenses  with  the  old 
steam  engine  were  numerous  and  heavy.  The  engine  is  dur- 
able —  there  is  no  question  about  that." 


"You  say  you  are  now  operating  steam  engines  and  think  of 
buying  a  new  engine.  We  have  gone  through  the  same  ordeal 
and  hesitated  and  figured  and  figured  and  hesitated  and  studied 
up  on  different  kinds  of  engines,  so  I  know  how  you  feel.  We 
would  not  here  go  back  to  the  old  steam  or  have  any  other 
power  next  to  our  water-power  than  the  Diesel  engine." 


"Right  here  I  would  like  to  say  that  about  the  time  of  my 
taking  charge  of  this  plant,  the  financial  condition  of  the  Com- 
pany was  such  that  if  we  had  a  steam  plant  we  could  never  have 
pulled  through,  and,  when  in  need  of  more  power,  we  will 
install  another  Diesel." 

*  *          * 

"We  have  found  the  Diesel  engine  remarkably  efficient  in 
the  use  of  fuel  oil,  having  placed  our  first  one  in  service  in  1905, 
another  in  1 907  and  the  last  one  in  1910,  with  a  foundation  ready 
for  still  another,  so  that  our  experience  has  been  considerable. 
We  also  have  steam  engines  in  service,  but  have  not  added  to 
our  steam  equipment  since  the  first  Diesel  was  installed." 

*  *          * 

"After  running  this  engine  for  two  years,  our  business  had 
increased  so  that  it  was  necessary  to  purchase  a  second  engine 
of  the  same  size,  and  this  Spring  we  installed  a  third  unit  of  225 
H.P.  When  installing  the  first  engine  we  discarded  a  steam  out- 
fit, and  the  fact  that  we  have  continued  to  buy  Diesel  engines  as 
our  business  increased,  should  convince  you  of  our  faith  in  them." 

"We  will  take  our  Diesel  in  preference  to  steam  every  time 
and  if  you  get  the  engines  manufactured  by  the  Busch-Sulzer 
Bros.-Diesel  Engine  Co.,  St.  Louis,  we  know  that  they  will  deliver 
the  goods  every  time  if  you  take  care  of  them.  You  can  also 
rest  assured  that  these  engines  will  fulfill  every  guarantee  made 
by  their  builders." 

101 


OUR  CUSTOMERS  RE-ORDER 

"We  have  been  using  Diesel  engines  in  our  plant  for  the 
past  six  years  and  we  are  well  pleased  with  the  service  they 
have  given.  Our  first  engine  was  of  1  70  H.P.  and  was  the  only 
unit  we  had  for  three  years.  At  the  end  of  that  time  business 
had  increased  to  such  an  extent  that  we  found  it  necessary  to 
duplicate  our  outfit  with  another  1  70  H.P.  unit.  We  continued 
to  grow,  and  last  year  installed  the  third  unit  of  225  H.P." 

*          *          * 

A  superintendent  writes  to  his  management:  "The  present  engine 
is  doing  very  good  work,  is  not  giving  any  trouble  at  all  since 
we  fixed  up  the  starting  cam,  four  months  ago,  and  I  still  believe 
the  Diesel  unit  is  the  most  reliable,  as  well  as  the  most  econom- 
ical outfit,  that  ever  generated  current.  I  am  decidedly  of  the 
opinion  that  the  installation  of  another  engine  is  a  step  in  the 
right  direction  and  will  effect  large  economies  in  our  operation." 


"When  our  load  became  so  great  that  we  were  unable  to 
handle  it  with  an  engine  of  this  size,  we  immediately  installed  a 
second  machine  of  225  H.P.,  which  has  been  giving  excellent 
service  since  March  1  st  last,  when  it  was  placed  in  service.  This 
fact  answers  your  question  as  to  whether  we  would  buy  Diesel 

equipment  if  building  again;  we  most  certainly  should  Mr. , 

and  have." 

"As  to  our  experience  with  the  Diesel  engine,  we  have 
much  to  commend  and  very  little  to  say  of  a  negative  nature 
regarding  it;  the  fact  that  we  have  purchased  three  of  them  in 
succession  and  have  a  foundation  built  for  another,  speaks  of 
what  our  faith  has  been  in  them." 

*          *          * 

"We  have  now  ordered  a  third  and  larger  engine  which  will 
be  installed  next  February,  and  while  we  are  building  we  are 
making  our  power  house  large  enough  to  accommodate  the 
fourth  unit  when  it  is  needed.  We  think  they  are  the  greatest 
thing  out." 

From  telegram :  "Sixty  K.W.  generator  over  six  years,  at  1 0 
hours  full  load  and  over,  fuel  consumption  less  than  Diesel 
Company's  guarantee.  Besides  two  engines  seventy-five  each, 
seven  years,  we  have  one  two  hundred  twenty-five,  running  five 
months  very  satisfactorily." 

102 


SATISFACTION 

Every  extract  exhibited  in  EVIDENCE  testi- 
fies to  the  satisfaction  Diesel  users  are  getting 
from  their  engines  —  hut  here  are  some  more: 

"We  further  have  this  to  say — that  the  Diesel  Oil  Engine 
has  made  it  possible  for  this  plant  to  succeed.  Our  experience 
with  this  engine  compels  us  to  speak  very  highly  of  it,  and  we 
do  not  hesitate  to  say  that  we  believe  it  to  be  the  most  econom- 
ical and  reliable  engine  on  the  market  today." 


"I  might  also  add  that  Mr. ,  President  and 

Manager  of  the Ice,  Light  &  Power  Co.,  told  me  in 

a  conversation  a  few  days  ago,  that  the  results  obtained  from  the 
Diesel  engine  were  away  beyond  his  highest  expectations,  and 
that  he  intended  installing  them  in  several  of  the  electrical  plants 
which  he  owns." 

*          *          * 

"We  have  had  enough  of  steam  and  would  not  trade  our 
Diesel  for  all  the  steam  engines  there  are.  You  can  tell  the 
people  of  Belleville  that  we  believe  the  Diesel  engine  to  be  the 
best  and  cheapest  power  produced  in  the  world  today,  as  I  see 
from  your  letter  that  your  intention  is  to  install  a  municipal 
plant.  Corporations  have  tried  to  buy  our  plant,  but  we  are  glad 
that  we  were  not  ensnared." 


"As  to  your  natural  inquiry — 'Is  the  engine  entirely  satis- 
factory?'— we  will  simply  say  that  our  reason  for  adopting  it  was 
because  we  were  looking  for  something  more  satisfactory  than 
steam,  although  we  already  had  an  excellent  steam  plant.  Now 
we  are  looking  for  something  better  than  the  Diesel  and  if  there 
is  anything  that  will  beat  it  in  fuel  economy,  speed  regulation, 
safety  and  many  other  essential  features,  we  would  like  to  know 
where  to  find  it." 

*          *          * 

"These  engines  are  both  3-cylinder  engines  of  the  4-cycle 
type,  one  of  170  and  one  of  225  B.H.P.,  which  have  been  in 
operation  for  the  last  seven  years,  and  are  still  giving  perfect 
satisfaction.  We  are  highly  pleased  with  these  engines,  both  as 
to  reliability  and  economy;  in  fact  in  every  respect.  We  can 
certainly  recommend  this  engine  very  highly  and  suggest,  before 
purchasing  your  prime  mover  you  write  to  the  makers  of  this 
engine  for  detailed  information." 

103 


ENGINEERING  DATA 

ON 

POWER  FACTOR 

ATMOSPHERE 

EFFECT  OF  ALTITUDE 

MINERAL  OILS 

BEAUME  SCALE 

CONCRETE  FOUNDATIONS 

LEATHER  BELTING 

UNIT  EQUIVALENT  IN  OTHER  UNITS 

CAPACITY  OF  CYLINDRICAL  TANKS 

TABLE  FOR  EQUALIZING  PIPES 

WATER 

WEIGHT  OF  MATERIALS 


104 


POWER  FACTOR 

On  an  alternating-current  electric  circuit,  the  product  of  the 
readings  obtained  simultaneously  from  a  volt-meter  and  an 
ammeter  indicating  the  apparent  power,  may  be  more  than  the 
reading  obtained  at  the  same  time  on  a  wattmeter  which  indi- 
cates the  true  power.  The  power  factor  is  the  ratio  of  the 
wattmeter  reading  to  the  product  of  the  voltmeter  and  ammeter 
readings  and  is  never  greater  than  one.  In  any  case  the  power 
factor  is  the  ratio  of  true  power  to  apparent  power.  This  ratio 
is  usually  expressed  in  percent  and  can  never  be  greater  than 
1 00  per  cent.  If  true  power  is  expressed  in  kilowatts  (kw.)  and 
apparent  power  expressed  as  the  product  of  kilovolt  amperes 
(kva.),  then  the  following  formula  can  be  used: 

Power  Factor  (P.  F.)  equals  i-— 

For  estimating  purposes,  the  following  may  be  assumed  as 
average  values  of  power  factors  in  their  respective  circuits:  Incan- 
descent lighting  load,  no  motors,  95  per  cent.;  Incandescent  light- 
ing and  induction  motors,  85  per  cent;  induction  motors  only, 
80  per  cent;  arc  lamps  70  per  cent 

The  true  power,  in  kw.,  equals  the  average  volts  between 
line  terminals,  multiplied  by  the  average  amperes  line  current, 
multiplied  by  the  power  factor  (expressed  as  a  decimal  fraction), 
divided  by  1  000,  and  multiplied  by : 

1  for  single  phase 

2  for  two  phase 
1.732  for  three  phase 

Although  the  current,  equivalent  to  the  difference  between 
the  apparent  and  true  powers,  imposes  practically  no  load  upon 
the  prime  mover  (engine);  this,  so  called  "wattless  current,"  pro- 
duces in  the  generator  a  heating  greater  than  that  due  to  the 
equivalent  true  power,  and  the  generator  must,  therefore,  be 
proportioned  to  take  care  of  this  current  without  over-heating. 


ATMOSPHERE 

(Atmospheric  pressures) 

One  atmosphere  (based  on  sea-level)  equals  14.7       pounds  per  square  inch 

29.922  inches  of  mercury. 
33.9      feet  of  water. 

105 


EFFECT  OF  ALTITUDE 

Table  of  Altitudes  in  feet  above  sea-level;  with  correspond- 
ing approximate  Barometric  Readings,  Atmospheric  Pressures 
and  proportionate  Densities. 

(The  capacity  of  an  internal  combustion  engine  at  higher  altitudes,  as  compared  with  its 
capacity  at  sea-level,  is  practically  proportional  to  the  atmospheric  densities.) 


Altitude 
in 
Feet 

Barometer 
in 
Inches 

Atmospheric    Pres- 
sure in  pounds  per 
square  inch 

Proportionate 
Atmospheric 
Density 

0.00 

30.0 

14.72 

1.00 

500. 

29.5 

14.45 

0.98 

1000. 

28.9 

14.18 

0.96 

1500. 

28.4 

13.94 

0.94 

2000. 

27.9 

13.69 

0.93 

2500. 

27.4 

13.45 

0.91 

3000. 

26.9 

13.20 

0.89 

4000. 

26.0 

12.75 

0.86 

5000. 

25.1 

12.30 

0.83 

6000. 

24.2 

11.85 

0.80 

7000. 

23.3 

11.44 

0.77 

8000. 

22.5 

11.04 

0.75 

9000. 

21.7 

10.65 

0.73 

10000. 

20.9 

10.26 

0.70 

*       •:•       * 
MINERAL  OILS 

The  characteristics  of  Crude  Mineral  Oils  and  their  products 
vary  greatly  in  different  localities;  but  the  following  general 
information  may  be  of  interest. 


Gravity, 
deg.  Be 

Flash  Point 
deg.  F. 

Burning  Point 
deg.  F. 

Crude  Oil 
Kerosene 
Distillate  (Gas  Oil) 
Fuel  Oil 
Residuum 

12  to  45 
40  to  50 
28  to  38 
22  to  28 
10  to  20 

110  to  200 
90  to  125 
100  to  250 
100  to  300 
125  to  500 

120  to  220 
105  to  150 
110  to  325 
125  to  375 
200  to  600 

The  heat  value  of  mineral  oils  and  their  products  may  be 
very  closely  determined  from  their  gravity,  by  the  following 
formula: 

B.T.U.  per  pound=18650-!-{40  (Beaume  — 10)} 

(Sherman  &  Krapff) 

"Asphaltum,"  as  applied  to  a  constituent  of  some  mineral  oils, 
is  a  most  indefinite  term,  as  its  definition  and  the  method  of  its 
determination  have  not  been  standardized.  Until  some  standard 
is  agreed  upon,  it  would  be  better  to  compare  "Asphaltum  base 
oils,"  for  use  in  Diesel  engines,  on  the  basis  of  the  percentage 
of  weight  remaining  after  reduction  to  constant  weight  in  a  closed 
furnace  at  a  definite  temperature,  say  300  deg.  Centigrade. 

106 


BEAUME  SCALE 

The  density  of  crude  or  fuel  oil  is  usually  specified  in 
"degrees  Be",  at  60  degrees  F. 

The  Beaume  hydrometer  is  an  instrument  for  determining 
the  density  of  liquids.  The  graduations  are  in  numbers,  termed 
"degrees",  of  an  arbitrary  scale. 

LIQUIDS  LIGHTER  THAN  WATER 


Degrees 
Beaume 

Specific 
Gravity 

O^Son,  \     D—  , 

Pounds               Beaume 

Specific 
Gravity 

Weight  of 
One  Gallon, 
Pounds 

10.0 

1. 

8.33 

27.0 

0.892 

7.44 

11.0 

0.993 

8.28 

28.0 

0.886 

7.39 

12.0 

0.986 

8.22 

29.0 

0.881 

7.34 

13.0 

0.979 

8.16 

30.0 

0.875 

7.30 

14.0 

0.972 

8.10 

31.0 

0.870 

7.25 

15.0 

0.966 

8.05                32.0 

0.864 

7.21 

16.0 

0.959 

7.99               33.0 

0.859 

7.17 

17.0 

0.952 

7.94               34.0 

0.854 

7.11 

18.0 

0.946 

7.88               35.0 

0.849 

7.07 

19.0 

0.940 

7.83                36.0 

0.843 

7.02 

20.0 

0.933 

7.78 

38.0 

0.833 

6.94 

21.0 

0.927 

7.73               40.0 

0.824 

6.86 

22.0 

0.921 

7.68               42.0 

0.814 

6.78 

23.0 

0.915 

7.63               44.0 

0.805 

6.71 

24.0 

0.909 

7.58               46.0 

0.796 

6.63 

25.0 

0.903 

7.53 

48.0 

0.787 

6.56 

26.0 

0.897 

7.48 

50.0 

0.778 

6.48 

CONCRETE  FOUNDATIONS 

Concrete  for  foundations  to  be  1  part  Portland  Cement, 
2i  parts  clean,  sharp  sand,  and  5  parts  clean,  broken  stone. 
Stone  to  pass  through  a  2-inch  ring.  To  be  mixed  wet,  and 
rammed  every  8-inch  depth  until  water  appears  on  surface. 
Templets  to  be  made  open  to  permit  ramming.  Concrete  must 
not  be  allowed  to  set  hard  before  other  concrete  is  placed  on  it, 
otherwise  sound  bonding  between  portions  cannot  be  had. 
Around  each  fundation  bolt  a  wooden  box,  4  inches  square  at 
lower  end,  with  increasing  taper  of  i-inch  per  foot,  and  at  least 
4  feet  long,  must  be  placed.  As  the  concrete  sets  boxes  to  be 
rapped  loose  and  withdrawn.  If  preferred,  4-inch  diameter 
galvanized  spouting  may  be  used  and  left  in  foundation,  pro- 
jecting not  more  than  J-inch  above  concrete.  Grouting  to  be 
equal  parts  Portland  Cement  and  clean  sand,  mixed  wet  enough  to 
flow  readily.  Grouting  must  fill  spaces  around  foundation  bolts. 

107 


LEATHER  BELTING 

The  size  of  leather  belting,  suitable  for  any  given  work, 
depends  upon  so  many  factors  that  it  is  practically  impossible  to 
prepare  a  simple  table  which  will  meet  all  requirements.  The 
table  given  below,  however,  is  safe  for  all  ordinary  conditions. 


HORSE-POWER  PER  ONE-INCH  WIDTH  OF  BELT 


Lapped  and  Riveted 


Lapped  and  Laced 


Second      Single 

Double 

Triple 

Single 

Double 

Triple 

Single    1  Double 

Triple 

10        0.73 

1.33 

1.94 

0.61 

1.12 

1.63 

0.52        0.% 

1.39 

20         1.45 

2.65 

3.85 

1.21 

2.22 

3.23 

1.02        1.88 

2.74 

30         2.15 

3.92 

5.70 

1.79 

3.28 

4.78 

1.52        2.78 

4.05 

40         2.80 

5.12 

7.45 

2.34 

4.30 

6.25 

1.97        3.60 

5.25 

50         3.42 

6.25 

9.10 

2.83 

5.20 

7.55 

2.38        4.37 

6.35 

60         3.98 

7.25 

10.60 

3.28 

6.00 

8.75 

2.74        5.00 

7.30 

70         4.45 

8.15 

11.85 

3.66 

6.35 

9.75 

3.02        5.55 

8.05 

80         4.70 

9.00 

13.05 

3.95 

7.25 

10.60 

3.22        5.80 

8.60 

90         5.20 

9.60 

13.90 

4.20 

7.70 

11.15 

3.35        6.15 

8.95 

100     !    5.45 

10.00 

14.50 

4.30 

7.90 

11.45 

3.37        6.20 

9.00 

The  thickness  of  belt  assumed  is: 

Single  Belt —  3/ie-in.  minimum. 
Double  belt — n/32-in.  minimum. 
Triple  Belt —  1/2  -in.  minimum. 

For  special  thickness  the  tabled  figures  may  be  proportion- 
ately corrected. 

The  most  satisfactory  belt  speed,  all  things  considered,  is 
between  60  and  70  feet  per  second,  although  the  most  eco- 
nomical speed  is  about  1 00  feet  per  second,  which  is,  however, 
too  high  for  ordinary  iron  pulleys. 

The  belt  should,  if  possible,  be  arranged  to  have  the  tight, 
or  pulling,  side  on  the  bottom. 

The  pulley  ratio  (the  proportion  of  driving  to  driven  pulley 
diameters,  or  vice  versa)  should  not  be  greater  than  6  to  1 . 

The  distance  between  pulley  centers  should  vary  with  the 
thickness  and  width  of  the  belt,  and  the  pulley  ratio.  No  defi- 
nite rules  for  this  have  ever  been  formulated,  and  there  is 
considerable  diversity  of  opinion.  It  will,  however,  be  found 
advisable  to  make  the  distance  between  pulley  centers  NOT 

108 


LESS  THAN  proportionate  to  the  following  table,  for  a  pulley 
ratio  of  1  to  1 .  For  a  pulley  ratio  of  6  to  1  this  distance  should 
be  increased  20  per  cent.,  and  proportionately  between  the  1 
to  1  and  the  6  to  1  ratios. 


SINGLE  BELT 
3  in.  wide-  5     ft.  centers 
6  "      "        7i  " 
12  "       "      10     " 


DOUBLE  BELT 
6  in.  wide-  8i  ft.  centers 
12  "       "       11i  " 
24  "       "      16     " 


TRIPLE  BELT 
12  in.  wide- 13  ft.  centers 

24  "       "       18  " 
48  "       "      25  " 


In  ordering  a  belt  it  is  well  to  inform  the  belt  manufacturer 
of  the  following  conditions,  and  to  require  him  to  furnish  a 
guarantee  that  the  belt  will  satisfactorily  perform  the  required 
work  under  the  stated  conditions: 

Horse-power  to  be  transmitted. 

Speed  and  size  of  driving  pulley. 

Speed  and  size  of  driven  pulley. 

Distance  between  pulley  centers. 

Height  above  floor  line  of  driving  pulley. 

Height  above  floor  line  of  driven  pulley. 

Direction  of  rotation  of  driving  pulley. 

Direction  of  rotation  of  driven  pulley. 

Whether  locality  is  dry  or  damp. 


Usually   a   sketch    will    give    the 
clearly  than  a  written  description. 


above    information    more 


UNIT  EQUIVALENT  IN  OTHER  UNITS 


1  Horse -Power  (HP.)  equals 


1  Kilowatt  (K.W.)  equals 


1  Heat-unit  (B.T.U.)  equals 


746          watts. 

0.746  K.W. 

33,000          ft.-lbs.  per  minute. 
550          ft.-lbs.  per  second. 
2,545          heat-units  per  hour. 
42.4       heat-units  per  minute. 
0.707  heat-units  per  second. 


1,000 

1.34 

2,654,200 
44,240 

737.3 
3,412 
56.9 


watts. 

H.P. 

ft.-lbs.  per  hour. 

ft.-lbs.  per  minute. 

ft.-lbs.  per  second. 

heat-units  per  hour. 

heat-units  per  minute, 
i  .  | 


>O.y       heat-units  per  minute 
0.948  heat-units  per  second. 


1,055  watt  seconds. 

778  ft.-lbs. 

0.000293  K.W.  hour. 
0.000393  H.P.  hour 


109 


CAPACITY  OF  CYLINDRICAL  TANKS 

Diameter  in  Feet  and  Inches,  Area  in  Square  Feet  and  U.  S. 
Gallons  per  Foot  in  Length  or  Depth. 

1  U.  S.  gallon=231  Cu.  in.=0.13368  Cu.ft. 


Diameter 
Ft.    In. 

Area 
Sq.  Ft. 

Gallons 
per  1  ft. 

Diameter 
Ft.    In. 

Area 
Sq.  Ft. 

Gallons 
per  I  ft. 

2 

3.142 

23.50 

7-6 

44.18 

330.48 

2-6 

4.909 

36.72 

8                    50.27 

376.01 

3 

7.069 

52.88 

8  -  6              56.75 

424.48 

3-6 

9.621 

71.97 

9                    63.62 

475.89 

4 

12.566 

94.00 

9  -  6               70.88 

530.24 

4-6 

15.90 

118.97 

10                    78.54 

587.52 

5 

19.63 

146.88 

12                   113.10 

846.03 

5-6 

23.76 

177.  ,72 

15                  176.71 

1321.90 

6 

28.27 

211.51 

20                 314.16 

2350.10 

6-6 

33.18 

248.23 

25                  490.87 

3672.00 

7 

38.48 

287.88 

TABLE  FOR  EQUALIZING  PIPES 

The  size  of  main  pipe  is  given  in  the  column  at  the  left. 
The  number  of  branches  is  given  in  the  line  on  top,  and  the 
proper  size  of  branches  is  given  in  the  body  of  the  table  on  the 
line  of  each  main  and  beneath  the  desired  number  of  branches. 

In  commercial  sizes  the  nominal  1  i-inch  pipe  is  generally 
over-size;  often  as  large  as  11.  It  is  safe  to  call  it  1 .3  inches,  and 
it  is  so  figured  in  the  table.  Exact  sizes  are  given  for  branch 
pipes.  The  designer  of  the  pipe  system  can  thus  better  select 
the  commercial  sizes  to  be  used. 


Size  of 

1 

^  V-MT1L 

JI_,I\    V 

/I        LJl 

W"kl^lV* 

Main 
Pipe 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

1   In. 

.758 

.644 

.574 

.525 

.488 

.459 

.435 

.415 

.398 

.383 

.370 

.358 

.348 

.338 

.330 

If 

.985 

.838 

.747 

.683 

.635 

.597 

.556 

.540 

.518 

.498 

.482 

.466 

.452 

.440 

.428 

ll' 

1.14 

.967 

.861 

.788 

.733 

.689 

.653 

.623 

.597 

.575 

.555 

.538 

.522 

.508 

.494 

2  ; 

1.52 

1.29 

1.15 

1.05 

.977 

.918 

.870 

.830 

.7% 

.766 

.740 

.717 

.696 

.677 

.660 

1.89 

1.61 

1.44 

1.31 

1.22 

1.15 

.09 

.03 

.995 

.958 

.925 

.896 

.870 

.846 

.825 

3    ' 

2.27 

1.92 

1.72 

1.58 

1.47 

1.38 

.31 

.25 

1.19 

1.15 

1.11 

1.08 

1.04 

1.02 

.989 

3*' 

2.65 

2.26 

2.01 

1.84 

1.71 

1.61 

.52 

.45 

1.39 

1.34 

1.30 

1.25 

1.22 

1.18 

1.15 

4   ' 

3.03 

2.58 

2.30 

2.10 

1.95 

1.84 

.74 

.66 

1.59 

1.53 

1.48 

1.43 

1.39 

1.35 

1.32 

41* 

3.41 

2.90 

2.58 

2.36 

2.20 

2.07 

.96 

.87 

1.79 

1.72 

1.67 

1.61 

1.57 

1.52 

1.48 

5    ' 

3.79 

3.22 

2.87 

2.63 

2.44 

2.30 

2.18 

2.08 

1.99 

1.92 

1.85 

1.79 

1.74 

1.69 

1.65 

6   ' 

4.55 

3.87 

3.45 

3.15 

2.93 

2.75 

2.61 

2.49 

2.39 

2.30 

2.22 

2.15 

2.09 

2.03 

1.98 

7    ' 

5.30 

4.51 

4.02 

3.68 

3.42 

3.21 

2.91 

2.79 

2.68 

2.59 

2.51 

2.44 

2.37 

2.31 

8   ' 

6.06 

5.16 

4.59 

4.20 

3.91 

3.67 

3  48 

3.32 

3.18 

3.09 

2.96 

2.87 

2.78 

2.71 

2.64 

9   ' 

6.82 

5.80 

5.17 

4.73 

4.40 

4.13 

3l92 

3.74 

3.58 

3.45 

3.33 

3.23 

3.13 

3.04 

2.97 

10   ' 

7.58 

6.44 

5.74 

5.25 

4.88 

4.59 

4.35 

4.15 

3.98 

3.83 

3.70 

3.59 

3.48 

3.38 

3.30 

12   ' 

9.08 

7.73 

6.89 

6.30 

5.86 

5.51 

5.22 

4.98 

4.78 

4.60 

4.44 

4.30 

4.18 

4.06 

3.% 

110 


WATER 

One  cubic  foot  of  water,  weighs  62.425  pounds. 

* equals  7.48  U.  S.  gallons. 

One  pound  of  water,  equals  27.7  cubic  inches. 
One  U.  S.  gallon  of  water,  weighs  8.331  pounds. 

equals  231  cubic  inches. 
0.11 34  cubic  feet. 

One  foot  head  of  water,  equals  0.4335  pounds  per  square  inch. 
One  pound  per  square  inch  equals  2.307  feet  head  of  water. 
One  foot  head  of  water  equals  0.8826  inches  of  mercury. 
One  inch  column  of  mercury  equals  1 . 1 33  feet  of  head  of  water. 

The  foregoing  figures  are  for  water  at  temperature  of  maximum  density  (39. 1°F.);  but 
are  sufficiently  close  for  all  ordinary  temperatures. 

Sea  water  weighs  about  2|  per  cent,  more  than  fresh  water. 


WEIGHT  OF  MATERIALS 


Brass,   average  

0.301  pounds  per  cubic  inch. 

Bronze 

...0.320 

.< 

Copper  

0.320 

.. 

Cast  Iron  

0.260 

.« 

Wrought  Iron 

..0.278 

., 

Lead 

0.411 

.. 

0.283 

.. 

Tin 

0.265 

.. 

Zinc  —  

0.253       " 

.<                     44 

Alcohol 

6.67  pounds  per  U. 

S.  gallon. 

Ammonia 

7.50       " 

Linseed  Oil 

7.84       " 

Mineral  Oil 

6.5    to  8.1   pounds 

per  U.  S.  gallon. 

Cedar 

39  pounds  per  cubic  foot. 

Hemlock 

24        "        "        " 

«« 

Hickory 

Lignum  Vitae 

62 

•• 

Mahogany 

51 

•« 

Maple  

42 

•• 

White  Oak 

AQ               •*               ««                «« 

•• 

Red  Oak 

4f\               '*               **                '* 

•• 

White  Pine  . 

28 

•• 

Yellow  Pine 

38       

•• 

Spruce  

.......  28       

•• 

Common  Brick 

112       « 

•« 

Fire  Brick 

.145       

•• 

Portland  Cement  

115       

" 

Clay 

.140       " 

" 

Concrete 

145       " 

•• 

Ice 

C4L              **              **              •* 

•• 

Sand  (dry)  .... 

100 

«• 

(wet) 

125       " 

•• 

Stone  

135  to  200       "       "       " 

•• 

Soft  Coal 

.  ....  55       '  

•• 

Hard  Coal 

60       "       "       " 

" 

Coke  

:  35       

" 

lit 


COPYRIGHT  1914  BY 
BUSCH-SULZER  BROS.-DIESEL  ENGINE  CO. 

Form  200-8- 1913-1 0,000 


CD21Q7b43D 


RN    CIRCULATIpN  DEPARTMENT 


202  Main  Library 


LOAN  PERIOD  1 


HOME  USE 


ALL  BOOKS  MAY  BE  RECALLED  AFTER  7  DAYS 


ALL  DWV/iv*  «  .          .          J_»- 

R.n.woU  and  R«har9«  may  b.  mod.  4  doy,  prior  to  ,h.  due  do,. 


Books  moy  b.  R.n.wd  by  colling     442-3405. 


EB101990 


FORM  NO.  DD6, 


UNIVERSITY  OF  CALIFORNIA,  BERKELEY 
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